Wednesday 21 December 2011

A too common mindset

This is a letter I have sent to someone today. Redacted out of courtesy.


Dear…

In response to your offer I came to XYZ last Monday to view the volunteering opportunities being listed with XYZ for the purpose of circulating them to other community groups. But it seems that you had second thoughts about sharing that information with me because, after your colleague tried to stall me by saying the folder was "being reviewed", you refused to show them to me and admitted quite candidly this was because; "then potential volunteers would go to those organisations directly and XYZ would be out of a job." After I protested at this, you then said that it would have to be a decision for XYZ’s trustees to allow this.

I appreciated you being so candid with me so I will be candid with you as well.

I would like to set out for you and the trustees my purpose and my position on this issue as it is quite disconcerting and unexpected that XYZ have adopted the role of selective 'gatekeeper' to this information and apparently consider someone else supporting local volunteering to be a threat to its interests.

Given the purpose for which you were established, this, quite frankly, is an absurd state of affairs as your charity registration states you must "act as an umbrella or resource body". As I only need to visit www.do-it.org.uk to find similar information on local volunteering opportunities being freely given and I presume voluntary organisations would expect you to market the positions they list with XYZ at every available chance, I can only draw the wholly unsatisfactory conclusion from your response that my purpose is being viewed with suspicion and distrust.

In my role as a Community Development Officer and in other involvement in the community we both serve, past and present, I have perceived a need for a complete calendar listing of local community activities. The listings in local media are never complete enough nor are their formats useful as a handy reference tool. Rather than see it as competition though, the community newspaper has welcomed the idea, as have several local organisations.

Also there is a need for 'live' directory of local agencies, services and so forth; one that is updated frequently, reliably listing where people can obtain help and advice on a wide range of issues, as for one reason or another, their provision is in a state of constant flux. 

There have been many previous efforts to produce these but they have not been maintained on an ongoing basis. I have countless examples of information websites which list non-existent social care services (mostly victims of reorganisation or funding cuts) and on which I have spent many hours trying to correct. I have measured that 15% of the posters and leaflets displayed locally are out of date (3 out of 15 that I collected from your display rack on last my visit were expired by two years) while there are many barriers to accessing web or location-based information. Each of these methods has their place but there is a great need for better coordination between information portals and providers to serve their users, especially in bridging the 'digital divide'.

My work has been funded with the aim of improving access to information about local resources by working with voluntary groups and community organisations because the potential they have to inform their clients through social interaction is found to be very effective with the 'hard-to-reach' and this method is preferred by many kinds of people with needs. In the most simple terms: anything that can be done to improve 'word of mouth' about opportunity and local activity closer to people's homes and anything that would assist in making a useful referral on the spot when a client discloses a need will greatly benefit the community as a whole.

In order to achieve that, I consider that a comprehensive calendar of activities updated every month and carried in people’s pockets - in the format I previously showed you - would support that aim and, as I would have to do it anyway, I am prepared to freely share the information I gather. If others can provide information for me to fill in the gaps, it wouldn't be too hard for me to maintain the simple format I devised so when this project ends, it can be continued on my own time if necessary. I intend - as don't see a good reason to not - to also include any news of new volunteering opportunities that I can afford the time to compile. However, it does seem to be perceived by you that a few lines a month on the foot of a document could threaten the role of XYZ and I now have to expend a great deal of resources and will be delayed by obtaining your permission to do what should be offered by your organisation without question.

I do sympathise with your position. For example I am advising several local schemes who would like to recruit more volunteers and I have secured grant funding for them to do so but I am well aware that a successful campaign will recruit people who - not aware of the differences - may contact other schemes outside my remit and offer to become a volunteers with them. I have no intention to prevent that as their ambition is hopefully shared by those I am working for; that people's needs are met. But it is an unfortunate aspect of the culture in local government and Third Sector funding that we will be judged solely on the hard numbers of volunteers we can recruit and not the many soft outcomes our effort will undoubtedly have. We have no plans so far to structure the campaign so that we lock-in potential volunteers solely to our schemes, as that mind-set would limit our options considerably and enforcement of it would expend resources. It might also set our purpose in opposition to others, who could see our efforts as being in competition with them for the very limited resource of capable local volunteers. You can understand how easy that is. It is a great pity how organisations, because of the scarcity of resources, can fall into thinking they are in competition instead of cooperation with others, just as you acknowledged.

In an ideal world, XYZ would automatically forward to me and anyone else who asked the information you receive of local volunteering opportunity, in the way I previously described to you. It makes sense for me to look to XYZ to do that rather than have me subscribe to every local voluntary organisation - reinventing the wheel - as you are the ideal aggregator and portal and you are being funded to do this. Then I can direct any interest back to you, where you can screen and direct the volunteers as appropriate. I would like to list specifically the one-off opportunities, such as a recruitment evening, rather than listing the constant regular needs (a library can always use another volunteer) but I cannot start to model or map the current volunteer demand without access to the resources you are established to provide. It is always my intention that those seeking more information will be referred to the source, which can be you if you insist, but it makes no sense to squander a potential volunteer's precious time and fragile enthusiasm on needless rigmarole.

Your initial response to my request was to suggest that anyone interested in volunteering should just blindly contact you directly but it is common sense that without any kind of information to inspire or instigate their actions, people are unlikely to turn up asking "how can I help?", though some do. XYZ is not the first volunteer bureaux I have encountered to have this very narrow perspective of the potential volunteer and so limit their chances of successful recruitment but I remain hopeful you will, like others, be persuaded on the folly of that position.

You also missed the point I made several times that the list I will circulate is not for the end-user - the volunteer themselves - but for the intermediary who might be in a position to influence people to participate in the community. It will not suffice for them to say "just go to XYZ..." but if the intermediary could mention specific opportunities; that will have greater influence than directing people to merely drop-in. My purpose must be, as best as I can, to enable the marketing of services according to the situation of the people they are meant for, instead of unreasonably expecting those people to conform to the needs of the organisation.

I urge you to reconsider your decision and consider how my effort will serve you in us all better serving the public who employ us.

Kind regards,

Nat Bocking

Thursday 1 December 2011

Information Audit of Halesworth Railway Station

I carried out an audit of the travel information available at Halesworth Railway Station on  November 30th 2011.

Bus stops in vicinity of station 1/12/11
This was because Halesworth Area  Community Transport's volunteers and staff reported that they frequently receive enquiries from passengers arriving at Halesworth Railway Station who are lost or confused about buses, taxis and the geography of the town. 


HACT’s offices are open 9.30 to 12.30 weekdays and although HACT volunteers are willing to help and can inform about bus services and like to be a welcoming face to visitors to the town, this can sometimes be a distraction to the work in hand and HACT is not equipped to deal with enquiries outside the remit of HACT operations, especially if the members of the public appear vulnerable.

The HACT office is not staffed on weekends but volunteers doing maintenance tasks on weekends and at ends of shifts (around 4.00 pm Mon, Tue, Wed, Fri) or going out on private hires report that they regularly encounter people and have found occasionally large groups (such as a recent party of 10 going to a wedding in Wissett) enquiring about onward transportation. Additionally, workers at the Mencap project also report constant enquiries about transport connections and requests to use their phone or toilet, which prompted them to put the taxi phone numbers in their window.

Frequently these passengers have missed the bus service to Southwold or to other points or are enquiring on the availability of taxis or directions to places in the town. Most of these passengers are unfamiliar with the area and were expecting an onward bus connection that didn’t materialise or are disappointed by a long wait for an available taxi.

It makes no sense to simply blame the traveller for not planning ahead when more can be done simply and cheaply to welcome travellers to visit the town. Also the information provided on the internet available from a variety of official sources is not uniform or always correct.

It was recognised in a recent meeting between local transport operators and the town plan group that besides the negative impact on public transport usage, this frustration can harm the town’s reputation and Halesworth might lose the word-of-mouth recommendation of visitors and see their business go to other market towns who better serve their visitors.

I conducted the following audit of travel and tourism information available at the railway station by walking clockwise around the station from corner of the HACT office and the Town Museum (the west side of the station), starting approximately at TM 38872 77857 (52.346743,1.505747)

This audit is not carried out in any official capacity and any measurements or quantities are approximate.

Any items of concern are marked * for follow-up.

STATION FRONTAGE (viewed from car park)

*At night this whole area is very poorly illuminated. Any notices and timetables with small type and grey ink are difficult to read. Most of the available illumination is from sodium vapour sources so any use of red should be avoided in timetables, notices and so on.

Window 1: 
Varying HACT posters of local events etc. which are pasted up from inside.
Sign for Halesworth Area Community Transport

A1 Glazed Frame: 
HACT 511 schedule
HACT 532 schedule
HACT private hire information
HACT recruitment/events space

Brass plate: 
Halesworth Area Community Transport registered office.


Museum Door: To HACT office and Halesworth & District Museum with light (controlled inside) and canopy over. When the museum or HACT office is open there is a disabled accessible toilet with a RADAR key. This is not officially ‘public’ and users are asked by a notice to make a donation at the HACT office. Inside the door there is a display table with timetables and tourism leaflets, this is one of the two Tourist Information Points listed on the town website. Who officially stocks this TIP?

There isn’t currently a notice of museum times posted as those on the museum website http://www.halesworth.net/museum/ are difficult to maintain with current resources. There has been recently been an apology notice for not being open at certain times.

It is only on Tuesday, Wednesday and Saturday in summer months that the museum’s hours extend a human presence at the station beyond those provided by HACT.



Sign: 
Halesworth and District Museum

Window 2: no signage.



Sign above:  Mencap Railway Station Project


Window 3: no signage, hanging basket bracket next to.


Sign:
180 x 180mm: car park is for rail users only (a).


Sign:
Disabled badge holders only (2 spaces lined).



Sign:
180 x 180mm: car park is for rail users only (b).


Window 4: no signage

A1 Glazed Frame: 

NXEA Secure Station information

A1 Glazed Frame: 

ESTA information with 3x A4 information sheets about ESTA with 
ESTA newsletter
A4 Pathfinder DRT poster (from Suffolk Links)
A4 Blyth DRT poster (from Suffolk Links)
*As there is now a Hoxne DRT service, this should this be added but this site is poorly illuminated and is not in sited in the natural ‘stream’ of passenger foot traffic arriving from the Ipswich trains or heading to them.

No lighting here
Window 5: no signage
Signed 'step-free 'route between platform 1 -2 while
the track-level foot crossing has no steps either.

Foot of pedestrian ramp (north end)

NXEA Sign: 

To platform 2 Lowestoft
Step free access to platform 1 Ipswich.

*This is via the A144 rail bridge, a detour of 325 metres although the crossing at track level is ‘step free’ too. According to the Halesworth Town Plan, the bridge is the preferred option of Network Rail.

Sign & Wall mounted telephone 'Help Point':
This has National Express / UGO logo but what is this service it seems defunct?


Autodial button #1 is signed Private Hire which goes to Halesworth Taxi. Trial call went to their answerphone. Autodial button #2 is signed National Express Travel Enquiries. Autodial button #3 is redundant.

North wall return (foot of pedestrian ramp) approximately TM 38861 77885 (52.346999,1.505596)

NXEA station information
A1 Glazed Frame: 
NXEA Customer Service Information, a detailed paper poster about station services. Anita Stuart is the area manager.
*Subheading on phone: 75 metres away in lay-by.  Untrue, phone is 45m away  west on Station Road outside NFU offices.
*Subheading on buses: “there is no regular bus from this station” which is untrue.
Subheading on Taxi information has Halesworth Taxis 01986 874028 (correct).
Subheading on travel information is Traveline 0871 200 2233 (correct).
This sign is poorly illuminated at night from the fixture above the Mencap door.

West Side, foot of pedestrian ramp facing Station Road



No lighting here
Notice Board: 
3 x A1 glazed frame signboards with ‘information’ headboard.
A1 poster NXEA service alterations to 31/12/11
A1 poster NXEA December timetable
A1 poster NXEA Lowestoft/Ipswich timetable valid from 22/5/11
This signboard is not illuminated directly from any source at night.

On pedestrian ramp from Station Road: Bench seat – capacity 2 persons

Door (on pedestrian ramp) with light fixture overhead.

Sign with pointer: 

521 buses outside exit on Ipswich Platform
To a bus that is no longer synchronised with

the train which was original purpose of sign




Tenant's helpful response to constant
passenger enquiries
Window 6 (on pedestrian ramp): 
*A4 sheet inside window ‘Taxi Services’ landline numbers. 
This is poorly illuminated at night. The numbers are presumed correct. They were provided by Mencap because of constant enquiries at their door. A telephone box is 40 metres away down Station Road but not immediately obvious from here. This sign (and its duplicate) lists:

Neals
Darsham Station 
Halesworth Taxi
DR Fosdyke
Peasenhall Cars

LOWESTOFT PLATFORM - 2 (East Side) continuing south from top of pedestrian ramp (North end of platform):


Lowestoft platform, looking south
A0 Signage (A):
Information on historic moveable platforms

Window 7: no signage

Glazed Frame approx 1000mm x 200 mm (bus timetable board): 

*Suffolk OnBoard information sheet with very pixelated low resolution map of local area, showing bus stop on Station Approach and Bramblewood Way. It does not show the A144. This does not conform with the bus stops marked on the Halesworth Tourism Map adjacent. The street names are hard to read. The publication date of this map / guide is unknown. It is not well illuminated in from the nearby fixtures at night.




Pixellated map with bus stops in wrong place,
no reference to A144
Map found on Suffolkonboard.com 1/12/11 showing non-existent 
HACT 511 branch service to Walpole and Wissett which was 
withdrawn two years ago. Also confusingly marked as Pathfinder
which serves this area. SOB can access the official route 
registrations at the Traffic Commissioner which has been
updated with several alterations to this route since.
A mysterious 'DRTC' service apparently running between Halesworth Railway Station and Saxted hourly until you see fine print that it needs booking 24 hours in advance. This appears to be because journey planning software can't handle Demand Responsive Transport as there is no 'route' for it to follow, so it just shows all the places served in its area. Traveline 30/11/11
Subheading: Telephone number for Suffolk Links Pathfinder DRT. No listing of Hoxne or Blyth DRT.
Subheading: URL for SuffolkOnBoard.com
Subheading: URL for Next Buses.mobi *This is a web search for bus timetables over the 3G network (if there is coverage) operated by Traveline using its data that is tailored to mobile devices. The user needs to know their location postcode (not indicated) for it to be most useful. It provides a timetable from the stop you request.



*There is often contradiction between the timetables you can download on Traveline and SuffolkOnBoard.com but for journery planning, SuffolkOnBoard.com links through to Traveline as the master 'oracle' and that site can return erroneous information because DRT services are treated by the journey planner software as scheduled services. When checked today it returned a timetable showing an hourly service running to Saxted from Bramblewood Way operated by ‘DRTC’ which doesn’t exist. It is fairly easy to miss the small print that this 'DRTC' has to be booked a day in advance (although DRT booking is only available in the mornings and not on weekends). SCC Transport have replied: "Although we have put in as many comments and instructions in as we can to alert people to the fact they do need to book ahead, the electronic format (of SOB) insists on a timetable, so the best we can do within the parameters is to provide what looks like an hourly service. As you say, potentially confusing, but the best we can do. TraveLine was designed for sceduled operations and we have to work within that. We have had numerous conversations with the host organisation about this."


Local tourism map with different bus symbols and stop
to bus map adjacent
Signage:
Tourist Infomation Map of Town (A) provided Halesworth Tourism Group.
*Map shows bus stop on Bramblewood Way but not the bus stop on Station Road (served by HACT 511 and 532 and illustrated here for example) which shows on SuffolkOnBoard maps and web searches. It also uses a different bus symbol to the Suffolk OnBoard map. The correct locations of the stops here on the A144 don’t conform to the Suffolk OnBoard map. Its position is not well illuminated.

Door (to Mencap presumably).

Litter bin



Door

2 x benches, capacity 8 people (under canopy) 




2x A1 Glazed Frames:
1 advertisement
1 caution warning

Real Time Passenger Information Display (overhead of benches under canopy)



Window 8: no signage

Sign:

Lowestoft Trains


A4 Glazed Frame:
NXEA personal security policy statement


2 plaques:
Best unstaffed station 2004
Best unstaffed station 2005

Door (with light over)



2x A1 Glazed Frames: advertising


Door


Window 9:
A4 sheet inside window ‘Taxi Services’ landline numbers (see Mencap).
*Sticker in window: Tourism Information Point. This is not clear that this is the lobby of the museum/HACT office when it is open.

A1 Glazed Frames x 5 (run to foot of platform exit doorway): 

All with NXEA advertising

Platform Exit Doorway (to car park) step and ramp

Signage:
*White enamel with directional arrow pointing to Ipswich Platform: ‘521 Bus this way’ and which is defaced. However the 521 no longer calls at Bramblewood Way but from Saxon’s Way in the town centre.


Wall mount light fixture:
The wall space under here could be utilised for information as it would be illuminated though choice of colourways would have to consider the colour temperature of the lamp.

Cycle Lock-Up area:
4 x cycle lockers & 7 cycle racks under canopy. Total station capacity approximately 25 cycles. This area is illuminated by overhead lamps.

In total there are six lighting fixtures on this platform, two are on lamp poles.

Track level pedestrian crossing to Ipswich platform at approximately TM 38905 77829 (52.346469,1.506203)

IPSWICH PLATFORM - Heading north from crossing at south end of Ipswich platform.

There are four over head lamp stands.

Real Time Passenger Information Display

Path to Bus Stop on Bramblewood Way where there are:


Bus Shelter, glazed – occupancy 8 people, lean-rails.



Bus stop: signed, SMS code SUFJDGWT 


Southwold Bus calls here 14.15, 16.15, 18.15
weekdays only



Timetable display board:
Route 520 valid from 4th April 2011
Routes 521, 196, valid from 30th August 2011
If a passenger headed to this stop to catch the earlier 520 buses to Southwold - as they used to - and had the presence of mind to ask someone knowledgeable, they would then have to go to Saxon’s Way which according to the step-free directions are 700 metres from this point or 500 metres if crossing the track at the end of the platforms. I doubt they would then be afforded any synchronisation of train and bus schedules (that used to happen with service to this stop) if they exist at all. The only lighting here is the streetlamp on the other side of the road.

Platform Shelter, glazed, occupancy 8 people, lean-rail

Litter Bin

Sign: Ipswich Trains

A1 Glazed Frame: NXEA advertising

A1 Glazed Frame: 

NXEA timetable valid from 22/5/11 -  same as the one on Station Road.

Bench (open), capacity 4 people

Signage:

Halesworth Tourism Group map (B)
At night this is barely illuminated by spill from the lights on the other platform, putting it in the shadow of the reader. 



Tourism map not illuminated at night
5 x cycle lockers

Platform shelter, glazed, capacity 16 people, lean-seat



A0 Signage (B):
Information on historic moveable platforms.

CAR PARK/FORECOURT (at corner of HACT office)

Access to eastern end of Lowestoft platform from the station car park.



A litter bin that used to be here recently went missing.


Plaque:
Pointer to cycle storage on Lowestoft Platform.


Inaccessible map, out of sight of arrivals
AA0 Poster: 
Combined artwork of 1. Railway Benevolent Fund advertisement, 2. a station area streetmap, which is of better quality than the SuffolkOnBoard version though from the same OS dataset 3. NXEA web ticket advertising advertisement. Serial number BH0112 A/B.


*The map on this panel is high up over an electrical cabinet and so hard to read and is likely only visible to those approaching the station from the car park, not those arriving on trains at it.


I understand these are not provided by Network Rail but are leased to companies such as http://www.ad-point.co.uk/


OVERALL FINDINGS

There is ample justification for rationalisation of the various kinds of signage at the station as there is an impression of visual clutter and several issues about location of information with regard to passenger flow, illumination and overall readability. Many of the improvements of the station have been done piecemeal over time as sticking plaster over sticking plaster solutions.

Some rationalisation could be done with priority information placed in areas of better illumination instead of the advertising to make it more prominent. There are some underused assets such as the passenger shelters in areas of good illumination. Very useful information such as the taxi phone numbers is being provided on an unofficial ad-hoc basis in a position unlikely to be found by passengers without searching for it where it is difficult to read in the dark. 



It does not seem worthwhile to invest in permanent signage for bus services which can be suddenly withdrawn. An investment of well over £6000 was made for the bus shelter on Bramblewood Way because after years of lobbying by passenger groups, the 520 route was finally scheduled to synchronise with trains and so able to serve passengers for Southwold but 18 months later the train timetable was changed, so this came to nothing.

A central, well illuminated, all-in-one map and timetable display area in the station could be signposted to which people could be directed.

The ‘official’ published information of where buses depart from cannot be compared to their timetables - even if the timetables were correct - as they are on different platforms, while information provided by the train operators contradicts that there is a bus service at all.

The tourism information boards need more prominent siting and better illumination.

There aren’t clear indications of the way to the town centre or to locate the tourist maps.

A audit of the official travel information should also be done to ensure it conforms with the current status of services, e.g. http://www.halesworth.ws/about/travel.php

It would be helpful to identify the ‘owners’ of all the information provided at the station so that links between various users can be established and perhaps a community body could take the lead on maintaining the validity of the station information.

It is considered that with 13 months to go, that the new franchise holders are more likely to take an interest in any rationalisation than the present.

Many simple actions could be done cheaply by local volunteers such as switching the use of well lit, well sited frames that have advertising posters in them for information and perhaps putting the adverts somewhere else. Most of the adverts are for the train operator so it’s probably not a direct revenue loss and they stand to gain if more people use the trains.



Use these prime positions for information posters?

Monday 28 November 2011

Minister slammed on bus services


via http://www.rsnonline.org.uk

Minister slammed on bus services

By  Ruralcity Media
Minister slammed on bus services
TRANSPORT minister Norman Baker has denied passing back the buck on rural bus services to local authorities.
The Liberal Democrat MP for Lewes was responding to a question in the House of Commons from Angela Smith, Labour MP for Penistone and Stocksbridge.
Ms Smith had asked Mr Baker to make a statement on improving access to bus services in rural areas.
Mr Baker replied: "The provision of bus services in rural areas, as in urban areas, is predominantly a matter for commercial operators and for local authorities."
The government had, however, recently provided £10 million of extra funding to help local councils develop community transport in their areas, he added.
Alluding to the railway cuts of the 1960s, Ms Smith responded: "Does the Minister accept that the equivalent of Beeching is going on in rural bus services?"
The government was "doing nothing other than passing the buck to local authorities," she continued.
But Mr Baker replied: "No, I do not accept that."
Almost four out of five bus services were provided commercially as opposed to being subsidised by local councils, he added.
"So far there have been no cuts at all to support from central government for those services."
Cuts to the Bus Service Operators Grant would come in next April, said Mr Baker.
"The performance of local authorities up and down the country is very varied.
"If she looks at East Riding, which is not very far from her, she will find that the Beeching cuts to which she refers are certainly not occurring there or in many other councils.
"Many councils are protecting bus services; some are not."
Liberal Democrat MP Julian Huppert (Cambridge) then asked whether the government would consider further support for sustainable transport.
The area, which included rural public transport, was critical for people and their ability to get around as well as for jobs and growth, said Mr Huppert.
Mr Baker replied: "As part of the growth review, the government are looking to see what we can do to boost transport further."
The full exchange can be read here.

Thursday 3 November 2011

Beccles Sunday Club




The Beccles Sunday Club demonstrates the need for local community transport infrastructure. They don't have the resources to operate their own buses but without a local Community Transport Operator and their volunteer drivers to provide buses twice a month, they could not provide these vital services.

Weight rules put brakes on rural buses

Updated May 2014

Or why your Nan drives a country bus...

Any busman will tell you profits from operating country buses are small and volatile, which is why many rural routes depend on public subsidy or can only be provided by volunteer-run non-profit Community Transport Operators.

Halesworth Area Community Transport Ltd is constituted under the Industrial and Provident Societies Act 1965. It currently operates the 511 bus route in Halesworth, Suffolk on a non-profit basis with its own 16 passenger coach and a 15 passenger minibus.


The 511 Halesworth and Holton circular route has been going since 1993 but despite capacity averaging at 88%, its fare revenue shortfall has to be filled by vigorous fundraising and local sponsorship, currently by the Halesworth Golf Club and the Central England Cooperative Society.

HACT also takes disabled passengers twice a week to a day-care centre and provides vehicles with drivers for hire by local community groups for events and outings.

Both services are operated by volunteers and on average each gives 15 hours per month, which is an exceptionally high commitment for the Third Sector. Some do more, some less, each does what they can.

The issue they wish to raise public awareness about is that there is a declining supply of volunteer drivers like them. In every month's schedule 10 out of 50 driver 'slots' go unfilled so HACT volunteers frequently forgo social engagements or family commitments rather than let the public down, a situation that is quite unsustainable. Just ten more drivers joining HACT would ensure it could run without any volunteers feeling obliged to give more time than they really want to (not that they'd ever say so...)

The problem is, in order to drive the kind of minibuses used by most community transport operators, a volunteer driver must have a 'D1' category on their license or pass a second PSV driving test, but the D1 driver license classification ended with the EU harmonisation of bus regulations in 1997.

So if you got your driving license before 1997, you probably have a D1-entitled license. If you passed your test after 1997, you won't but will have a category 'B' instead.

Therefore if you passed your test before 1997, you can volunteer to drive for any of HACT's services. If you passed your test after 1997, you can't drive a minibus with 9-16 seats that is over 4.25 tonnes (the MAM) until you pass a PSV test. Thus - and this is the crux of the problem -  services like the 511 can't be driven on a category B license, the class of license which most people now hold. You can see in previous posts on this blog how much I have researched the legislation trying to find a way around this.

This situation is an unintended consequence of the Second EC Directive on the Driving Licence (91/439/EEC). To quote the CTA handbook: The Directive attempts to harmonise the rules across the EU as part of the “single market” initiative. In fact, UK rules are particularly complicated reflecting the different history of our transport industry. Of particular relevance is that no other EU state has a not-for-profit sector based largely on minibus use quite as developed as that of the UK. In the early 1990s CTA (with the NUS, Help the Aged and others) was part of the successful Mobility Alliance campaign - which included a mass rally of UK minibuses in Brussels - to prevent second tests for all minibus drivers and protect the viability of the sector and the position of employees in community groups, local authorities and the NHS. The UK government secured important concessions announced in late 1994. In April 1996 the implementation date of July 1st 1996 was postponed for six months until January 1st 1997.

Perhaps in the political horse-trading someone settled on 4.25 tonne MAM which is OK for a minibus used for schools or social clubs but is not for rural buses. The transcript of parlimentary debates on this issue is illuminating.

The solution isn't a case of operating these routes with different vehicles. There are now very few minibuses on the market robust enough to be reliable which have all of the required safety and disabled-access equipment under the 4.25 tonne MAM limit. Minibuses light enough might do for a social club outing but are not suitable for the rigors of rural bus routes.

HACT recently researched the specifications of a replacement bus for the 511 route and it found that a van conversion makes a very poor rural bus. The floors are too high, doors and lifts are compromised, the wheel humps take up legroom, there isn't enough headroom and so on. Rural buses are not like the behemoths plying their trade in the cities, they have to be small and light because of the narrow roads and weak bridges they travel over. 


But there are plenty of suitable vehicles, typically custom bodied on a van chassis, in the 5 to 7 tonne MAM range that D1-entitled volunteers have no difficulty operating once they have undergone the MiDAS training that HACT gives them. How is a driver licensed in December 1996 competent to drive a seven tonne minibus and one in January 1997 is not? It is reasonable that both first have to be over 21 and licensed for two years.

HACT are not alone in this problem. The Variety Club of Great Britain is a leading customer for minibuses for its 'Sunshine Coaches' which it donates to schools and community groups working with children but it doesn't offer a minibus to groups that can be driven by 'ordinary' drivers.


To get around the PSV, some transport operators use older and lighter vehicles that are less fuel efficient and less accessible, or eight-seater minibuses, which are regulated differently but the operation of eight-seater minibuses is even more uneconomic. 


Many rural areas offer volunteer 'community car' schemes as a solution to isolation. A HACT volunteer typically drives 42 people per day. Why must a efficient 1:42 volunteer/user ratio be reduced to 1:8 or even 1:1 as a community car scheme when overheads practically stay the same? Ironically, smaller buses also cannot meet demand. When HACT operated a once-weekly 532 service between Laxfield and Halesworth, the 16 seats available were consistently filled. Inexplicably the service was re-tendered by Suffolk County Council to another operator who switched to an 11 seat minibus and the service became over-subscribed. This angered the passengers who used to board at intermediate stops as they now couldn't board because the bus was full. Those passengers are unlikely to return to using a rural bus service as quickly as they were barred from it.

The number of D1-entitled drivers nationally cannot be known without a Freedom of Information Request to the DVLA but from their published figures of driver ages, it seems that pre-1997 license holders in the peak volunteer ages of 41 to 65 could diminish by more than 60% in the next decade before consideration of any health factors removing their qualification to drive a minibus. Not everyone passes their driving test at age 17 but if they did, the youngest D1-entitled driver is now 33. If they passed their test in their mid-to-late twenties, they are in their forties now.


Since these regulations were introduced the pool of D1 drivers has diminished slowly but the rate of decline is rapidly increasing as this cohort reach the cut-off date for requiring medical exams or being barred completely. Meantime, disability access equipment and safety design have increased the weight of minibuses and the demand for community transport is increasing as the post-war generation ages and they can't drive any more. A decade ago the DETR forecast 25% bus passenger growth amongst the elderly. While public subsidy of commercial rural transport is withdrawn, it's ironic that the service older people need most can only be provided by older people themselves.

HACT feel they have fairly saturated the local area with the message that they offer volunteers a very convenient and effective way to make a big difference to their community but they find D1-qualified volunteers are scarce. Recruitment efforts bring in potential drivers in the B category but these volunteers, not always younger than the D1-entitled, cannot be utilised where they are needed most on rural routes.

The Community Transport Association's Strategic Review of Training in 2009 recognised that the supply of D1 qualified volunteer drivers would gradually diminish over time.

It said: "The 1997 change in driver licensing has created a ‘time bomb’ of potential shortages of minibus drivers both for paid employment with local authorities, community transport operators, etc. and volunteers…"

In the 2009 review the CTA expected that their community driver training programme would address the need for people to obtain a PSV driving licence, though the revenue it published from the courses it offered between 2006-2009 indicates this cost £900 per volunteer. Vendors have provided quotes at a 'charity rate' for PCV training at £600 per volunteer if they pass first time. Few do.

Adding a PSV to a B license involves taking a medical (£100 - 150), applying for a PSV provisional entitlement and then taking the theory and the practical driving test, let alone the lessons with an instructor before that.

I recently took up the offer of PSV training funded by Suffolk County Council. However I had to travel to the Chilterns and stay 3 nights in a B&B. The total bill for training, test fees, travel and subsistence was easily in excess of £2000.

This is a financial and human resources overhead that most CTOs cannot afford. For every hour a HACT volunteer is driving, another 70 minutes is being expended on publicity, policies and legal compliance, vehicle maintenance, banking and accounts, volunteer recruitment and training, route and vehicle licensing, passenger assistance, committee meetings, facility and office maintenance, route development, council meetings and fundraising. The Task Force on Red Tape highlighted a case study where every eight hours of instruction required two hours of form filling. Most of these non-driving tasks are required by legislation; even bus washing is a condition of Section 22 operation. The goodwill of prospective volunteers is unlikely to stretch to several days of attendance at driving test centres and a doctor's surgery unless they have an ulterior motive.

Even if HACT had extra funding to train volunteers to pass the PSV, it would be unlikely to retain these volunteers for long, as PSV-qualified drivers are in demand (because of the same training cost burden) in the commercial transport industry. Voluntary organisations cannot compel volunteers to repay the cost of training if they leave, as legally they cease to be volunteers. Another local CTO told HACT informally that it cannot and would not pay for volunteers to take a PSV as it could not retain them. Their minibus DRT service uses paid drivers and its recruiting for its 'community car' scheme rarely finds volunteers with a D1 entitlement.


Some would debate the merits of various community transport models but serving Suffolk's rural communities requires all of them. CTOs give excellent value for money and government health policy recognises the value of supporting independent living. Without any transport to access the services they need; the shops, the doctor, the post office; people's needs of every kind become acute and treating acute needs costs a lot more than community transport.

The enormous cost of training drivers for a PSV cannot be passed by CTOs onto rural bus passengers as most are operating routes that are commercially unviable but critical to the health of society. If a CTO was resourced well enough to train drivers for the PSV, it would likely be a large organisation with significant overheads and paid management (as some are). It would have to be a bureaucracy-expert box-ticking social enterprise operating county-wide and indistinguishable from a commercial bus company. That wouldn't be so attractive to the volunteer who just wants to help so that people can live independently. In human management terms, such economy of scale could lose the benefits Schumacher's maxim: "small is beautiful" and the adhocracy structure posited by Mintzberg and the empowering 'purpose' of Bartlett and Ghoshal.

The CTA's advice on licensing community bus drivers recognises that CTOs must consider the diminishing supply of D1 qualified volunteer drivers: "heavier buses are quite common and operators will have to think carefully before either buying smaller buses in the future or making sure that new volunteers are qualified to drive..."

Therefore HACT would like to suggest to anyone concerned that legislation is enacted as soon as possible to remove the MAM weight limit of 4.25 tonnes for 9-16 passenger minibuses operated under section 19 and 22 in rural areas by CTOs so they can be driven on a category B license just for this purpose. There is very little transference of risk or decrease in passenger safety as CTOs already train their volunteers through the MiDAS scheme.

This doesn't call for an exemption to apply to schools and social clubs too (unless they have a need for one) as there are good reasons for requiring a PSV qualification in some situations. Once upon a time an employee, schoolteacher or volunteer could have been handed the keys to a unfamilar minibus and driven for unlimited distances and hours but most rural bus drivers are very familiar with their vehicles, the local road conditions and the hazards on their defined routes. Their usually regular frequent volunteering for a CTO enables the responsible operator to maintain safety standards through the MiDAS training and certificate programmes.

Another option could be to enable a MiDAS certificate to be a qualification to drive some heavier vehicles for community transport or make the PCV training and examinations free to community transport volunteers (if they could be retained). Your own reasoning must surmise which is the lightest burden on the public purse or most likely to pass through the legislative process.


If you could also write to your MP to suggest the MAM weight limit is raised for community transport, that would be a great help. You can write to your MP at www.writetothem.com

The Government isn't going to roll over about this. I have had lots of waffling letters in response. I suspect it is beholden to more powerful interests who think Community Transport has an unfair advantage and see it as competition. Below is the response my MP Therese Coffey (Conservative - Suffolk Coastal) gave me after I wrote to Richard Drax MP when he debated rural transport in April 2014.  Somehow we must change the government's mind, or change our government.






Thursday 6 October 2011

Sat Nav Correction


If your community is concerned about drivers following a sat-nav taking large vehicles down narrow roads, you can report this and other issues via the web to Navteq, the main publisher of sat-nav databases.

Browse to http://mapreporter.navteq.com

Use the search box to find the place you want to report on or click-and-drag the map.

On the left of the web page are 4 main categories:

• Point of Interest. Here you can record or make changes to a shop, business, or other Point of Interest (POI). You can promote your community by listing local businesses as people often use their sat-nav as a 'Yellow Pages'.

• Address Marker/Location. Make changes to the location of a house or building.

• Road or Road Feature. Here you can add, edit or remove roads and road features such as signs, one-ways, or restrictions.

• Other not listed.

But if you right-click on a road itself, a dialogue box pops up:

• Edit details of this road

• Exit/Roundabout is new

• Turn restrictions have changed

• Signs are different

• Other categories

Click ‘edit details of this road’ and you will get a choice of:

• Edit Road Segment Details

• Data is correct, I want to report something else

If you click 'road segment' you can report any one-way restrictions, change the class of road, note any vehicle restrictions, the type of road surface and describe the house numbering. Quite often this data will be blank and so you will be providing a useful service to complete it.

Navteq classifies roads in their database as Class 1, 2, 3, 4. This corresponds to A, B, C, D roads. In the UK, only A and B are officially designated on signage although Highways Department will refer internally to C and D and Unclassified roads too.

If you click 'something else' you can add advice about road width restrictions or errors on the map that are not reportable elsewhere.

You can also attach photos of any errors or issues.

It is probably best to be concise and restrict your report to geographic information that can reasonably be reflected in a digital map. Therefore it is probably not much use to report “this road has a problem with speeding…” while reporting “the road is only eight feet wide at this point…” is more useful to the digital mapmakers.

Some sat-navs also use data from Tele Atlas. You can enter less geographic information on their website but this database is more detailed in POI categories. http://mapinsight.teleatlas.com/mapfeedback/index.php

To research or record local features, or if you want to use maps without paying a hefty copyright fee, you can contribute to a global ‘wiki’ map http://www.openstreetmap.org/ where you can record features of interest.

Monday 5 September 2011

Can you drive a minibus - part 3



If you have been following this blog, you will probably be shaking your head with disbelief that I am incredibly thick or incredulous that rules can be so complex to understand.

In my last enquiry I asked the CTA a direct question, hoping for unequivocal answer:

Q: If a non-profit CTO runs a staged, scheduled bus route or DRT service with volunteer drivers of 16 seat minibuses with a MAM under 3500kg which takes fares from the public, the volunteer drivers can do this with a Class B license if the vehicles have section 19 permits with a Class E exemption, when there is no other service in a rural area?


The answer seems to be what I was hoping for:

A: Yes, if the service fits with the aims and objectives of the organisation, and the service was operated under a Section 19 or 22 permit using minibuses, so long as all the issues of the voluntary derogation from the EU legislation with regards to driving licences are adhered to then a B category licence holder can drive as a volunteer and collect fares.

For a Class E permit to be granted the issuing body has to be satisfied that the organisation has in place arrangements to ensure that passengers genuinely fall within Class E – the main point of being that the users are not members of the general public but residents of a local community and that this would preclude visitors to the area using the service (unlike if the service were operated under Section 22). Another thing to remember is that if a public service were to start operating in the same area then a Section 19 Class E service would have to cease.

The next edition of the CTA Journal is focused on Section 22 operations so you may find that an interesting read.

However, there's always something waiting to trip you up. The vehicle weight has to be the MAM weight (maximum authorised mass) not the unladen weight. Class B can drive section 19 with MAM of under 4250 Kg for an accessible minibus so a bus with 17 people (16 passengers + driver) at 100 Kg each has to weigh 2250 Kg unladen with the disabled lift fitted, then there’s the weight of the fuel, carpets, first aid kit, driver’s lunch and passenger’s shopping to factor in. This is an incredibly ambitious figure for a minibus.

It turns out that only one of the vehicles my local CTO operates can be driven by a Class B driver, an old 14 seat VW minibus. Their two other vehicles; both newer 16 seat Mercedes' weigh 3620kg and 
3280kg  unladen respectively. It seems this pitfall has troubled CTOs for a while. There are very few minibuses with 16 seats under this weight limit available and the compromises manufacturers or coachbuilders make to save weight affects their durability.


http://www.ctauk.org/UserFiles/Documents/AdviceInformation/ProblemSolvers/2008_July_Aug_Overloading.pdf

Once again have updated my chart to reflect my current understanding. I hope that the CTA or VOSA will respond to my invitation to provide their own and so definitive flow-chart around this question.