Detailed plans have been published for a national public transport demonstrator of full integration soon to be launched in the Hope Valley
Hope Valley chosen characteristics common to many rural transport markets in Britain
Detailed plans have been published for a proposed ‘Mini Switzerland’ rural public transport demonstrator in Derbyshire’s Hope Valley. It has been described by its promoters as a way to show how fully integrated bus and rail services could operate in rural setting in the UK.
Mini Switzerland in the Peak District: A plan for public transport innovation and growth, argues that many of the weaknesses in rural public transport stem from fragmented services, poorly coordinated timetables and complex ticketing, rather than a lack of physical infrastructure.
The report concludes that better integration of existing services could improve usability and increase passenger numbers without requiring major new infrastructure.
The proposed service model is based on several operational principles. These include running at least hourly Swiss-style clockface timetables, coordinating bus arrivals and departures with trains at key interchange points, and introducing a mlti-operator ticketing scheme. The report states that predictable service patterns and clear connections are intended to make journeys easier to plan and undertake.
The authors also present an economic rationale for the approach. They state that better coordination has the potential to increase patronage on both bus and rail services, which could improve fare revenue and reduce the proportion of operating costs that must be met through subsidy.
The Hope Valley was selected as the proposed location for the demonstrator because it combines a number of characteristics common to rural transport markets. These include dispersed settlements, significant visitor travel, high levels of car dependency and an existing rail corridor supported by local bus routes that are not consistently integrated. The report suggests these conditions make the area representative of challenges faced in many rural parts of Britain.
In addition to setting out the proposed network design, the report outlines how the scheme could be implemented. Measures discussed include timetable co-ordination, improvements to interchange points, revisions to fare structures and a phased approach to introducing changes. The project is intended to operate as a demonstrator, generating evidence on costs, ridership and passenger behaviour to inform future policy.
The report also identifies a number of factors that would affect delivery. These include the need for cooperation between multiple transport operators, agreement on funding arrangements, maintaining reliability in rural road conditions and securing sustained political and institutional support over the life of the project. These issues are presented as important considerations in determining whether the model could be replicated elsewhere in Britain.
Mini Switzerland shows there’s another way. By properly integrating buses and trains, we can unlock far more value from the networks we already fund
Thomas Ableman, the former Chiltern Railways executive, founder of Freewheeling and creator of the Mini Switzerland concept, said rural public transport has been “stuck in a cycle” for years where it costs more to deliver less.
“Mini Switzerland shows there’s another way,” he said. “By properly integrating buses and trains, we can unlock far more value from the networks we already fund.
“Transport integration is one of the most powerful, and most cost-effective, tools we have to widen access to opportunity and drive economic growth. At a time when budgets are tight, it’s never been more important to make the system work as a joined-up whole.”
Local stakeholders also back the plans. Roger Clarke, trustee of Hope Valley Climate Action, said for many local residents the plans were about “being able to get to work, to school, to shops and to healthcare without always needing a car”. He continued: “It’s also about managing visitor traffic in a way that protects our villages and landscape.”
Transport operators have also expressed support for the principles behind the project.
Alex Hornby, Northern’s commercial and customer director said the trian operator was keen to play its part in making better connections between rail and bus. “It’s great to see this initiative coming together,” he said. “We are supportive of any project which reflects Northern’s aims to improve integration and remove barriers to using public transport.”
Meanwhile, Julian Peddle, director of High Peak Buses, said: “Local bus services are often seen as a last resort, but with the right network design they can be a central part of how people move around. We welcome the focus on coordination and simplicity, which can help buses reach a much wider market.”
This article appears in the latest issue of Passenger Transport.
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