En búsqueda de rutas que nos conduzcan a un sistema equitativo y sostenible de transporte
Constanza Martínez Buendía
For English click here
December 31, 2023
El servicio de buses locales en el Reino Unido es un tema que afecta al transporte colectivo en nuestras ciudades y al medio ambiente. En Swansea, la calidad y la frecuencia de este servicio han disminuido. Pero ¿cómo y por qué?
Este reportaje utiliza información extraída de periódicos y artículos académicos. Además, incluye una entrevista con Peter Jones, miembro del Consejo Administrativo del Environment Centre en Swansea, quien participó en el planteamiento de la primera Estrategia de Cambio Climático del Gobierno Galés, publicada en 2010, el Acto de Ley 2015 sobre el Bienestar de las futuras generaciones en Gales, y en el estudio de la Ley de Medio Ambiente de Gales en 2016. Busca servir como punto de referencia para futuros reportajes.
Qué ha ocurrido
En 1986, se inició la aplicación de la Ley de Transporte de 1985, que desregularizó la hasta entonces existente Compañía Nacional de Buses. Esto marcó el inicio y privatización progresiva de los servicios de buses en el Reino Unido, el paso del “control local” al control del número limitado de operadores nacionales.
Ahora, casi 40 años después, el sistema público de buses de Swansea se encuentra en una encrucijada, lidiando con problemas sistémicos que afectan a los residentes y que repercuten en las medidas de prevención que se requieren para el cuidado del medio ambiente. Los recientes cambios en el servicio de buses y en las rutas a finales de octubre de 2023 han señalado la gravedad de los problemas existentes.
El anuncio de la reducción de los servicios de buses se produjo poco después de que el Gobierno de Galés aprobara el Fondo de Transición establecido para apoyar a los operadores comerciales de buses y para garantizar la prestación de sus servicios en Gales.
Los medios locales expusieron el inconformismo y los efectos de la falta de bus en agosto, y un mes después, cuando hubo cambios de rutas y cancelación de servicios. Para Simon y Lynn Pritchard, dos pensionados que con frecuencia utilizan su carro para movilizarse, el no poder tomar el bus a tiempo para ir al centro o a Mumbles les trajo frustración. Comentaron que Swansea merecía un mejor servicio de transporte. Lynn, por su parte, añadió que ella como enfermera siempre utilizó su carro para ir a trabajar. De otra manera, no hubiera podido cumplir con sus turnos temprano en la mañana, o de la noche.
El caso de Paul (nombre ficticio) es diferente. Los buses, incluso antes de la crisis de agosto de este año, no le permitieron cumplir con el horario impuesto por su empresa. En el tiempo de prueba se quedó sin empleo. Con tristeza contó lo que significó para el perder ese trabajo que pensaba le daría estabilidad y sustento para su familia. La alternativa fue trabajar como aseador en horas de la tarde.
El Gobierno Galés reconoce la urgencia de la situación y se encuentra actualmente en la planificación e introducción de un sistema de franquicias para los servicios de buses. El Viceministro de Cambio Climático, Lee Waters, atribuye las fallas del sistema comercial de buses al COVID-19 y hace énfasis en la necesidad de establecer una red de buses bien conectada y alineada con la protección del medio ambiente.
Modelos y consideraciones financieras
Dentro de la configuración del futuro de la red de buses de Gales, surgen dos modelos destacados; el de franquicia y un modelo conocido como de subvención mínima. La franquicia aboga por un enfoque estructurado y controlado, que busca adelantar el plan de “una red, un horario, un tiquete”, centrado en la necesidad del establecimiento de un servicio de buses confiable. Por el contrario, el modelo de subvención mínima, similar a la estructura existente, propone una estrategia para equilibrar la supervisión gubernamental y la flexibilidad del operador.
Barclay Davis, Director en Gales de los Usuario de Buses, UK., en su artículo titulado Análisis de dos nuevos informes de CPT Cymru sobre la red de buses en Gales, hace hincapié en los retos financieros que plantea la transición a un nuevo sistema. Tanto la franquicia como el modelo de subvención mínima encontrarán obstáculos durante este cambio, lo que exigirá un examen meticuloso de las fuentes de financiación y su asignación. Explica que la dimensión financiera desempeña un papel fundamental a la hora de determinar la viabilidad y el éxito de los cambios propuestos.
El cambio
La transición de un sistema desregulado a otro de franquicia pone de relieve la complejidad de la aplicación de los Contratos de Calidad (QC, en inglés). La introducción de un enfoque de franquicia en el nuevo sistema permitirá a las autoridades locales de Gales, contratar los servicios de buses bajo unas especificaciones de necesidades. Sin embargo, la complejidad del actual proceso del Sistema de Contratos de Calidad (QCS en inglés), exige cambios legislativos. Para superar los retos enfrentados en los sistemas como Nexus Tyne and Wear en Inglaterra.
El plan “Una red, un horario, un tiquete” señala las dificultades derivadas de la insuficiencia de ofertas de servicios de buses, agravadas por la pandemia del COVID-19. Las actuales restricciones legales limitan la creación de nuevas empresas municipales por parte de las autoridades. Para superar estas dificultades puede ser necesario simplificar el proceso de los Contratos de Calidad, revisar las restricciones legales y aumentar la flexibilidad de las autoridades locales dentro del nuevo sistema de franquicias.
El retraso prolongado en la transición de un Sistema desregulado al nuevo Sistema de franquicia de los servicios de buses en Gales -en donde la autoridad de transporte de una zona se encargaría de regular los buses, los horarios y las tarifas, y respondería al usuario- revela los intrincados retos del sistema actual. Es imprescindible un planteamiento global y sostenible para forjar un camino hacia la revitalización del transporte público. Este enfoque debe abordar los problemas actuales, considerar las implicaciones financieras y navegar por las complejidades de la transición al nuevo modelo. El futuro del transporte público en Gales depende de un esfuerzo reflexivo y colaborativo entre el gobierno, los operadores y la comunidad para garantizar un ecosistema de movilidad resistente y centrada en las personas.
La preocupación del Gobierno Galés por el problema, tanto en lo que se refiere al declive de los servicios de buses como al avance del cambio medioambiental, es un paso hacia adelante. Habría que seguir analizando cómo el Gobierno Británico aborda la política y el financiamiento del transporte en todo el país. Eso, naturalmente, tiene implicaciones sobre los futuros desarrollos en este campo.
ENGLISH
Swansea’s Buses
Finding routes for a fair and sustainable system
Constanza Martínez Buendía
December 31, 2023
The matter of local bus services in the UK is significant for a broad range of individuals, extending beyond just those who depend on buses daily. Often, discussions revolve around fare rates and strikes, yet the ramifications impact the daily lives of people across communities. In Swansea, the situation has escalated due to recent service reductions and alterations in route plans. It’s undeniable that buses play a crucial role for society, encompassing essential social, environmental, and economic functions, and making a substantial contribution to addressing challenges such as climate change.
This story started simply with me waiting for a bus I always take to Mumbles or the City Centre in Swansea. The bus was sometimes late and, on occasion, did not arrive. It was August. Afterwards, I did short interviews and carefully read newspapers and academic research pieces on the topic. This led to a conversation with Peter Jones, a Trustee of The Environment Centre in Swansea and a contributor to the Welsh Government’s first Climate Change Strategy, published in 2010, the Wellbeing of Future Generations (Wales) Act published in 2015, and the Environment (Wales) Act of 2016.
This article intends to unpick the complexity of how bus services operate. It will frame other articles for Guayaba Live to come in the 2024. The slow decline of bus services have left people without jobs and improving the situation will be part of our urgent response to climate change.
What has happened?
This article will delve into the historical context of Wales’s bus services since deregulation of the old National Bus Company in 1986. The implementation of the Transport Act 1985 meant UK bus services underwent deregulation and progressive privatisation, transforming the industry from ‘local control’ to control by a limited number of national operators.
Now, nearly 40 years later, Swansea’s public bus system stands at a crossroads, grappling with systemic issues affecting residents and the environment. Recent bus service and route changes at the end of October 2023 only exacerbated existing problems.
The announcement of the reduction in the bus services came soon after the Welsh Government approved the Bus Transition Fund to support commercial operators and ensure the bus services.
A talk with Simon and Lynn Pritchard, who are car owners, and Paul (not his real name) a cleaner in the city centre, are two examples of many others who had their voices amplified by the local media. The unreliability of the buses brought frustration for Simon and Lynn as they are users of the service when they go to the city centre, and is also a reflection of what a city like Swansea should offer its citizens. Lynn, retired as a nurse at Swansea Hospital, explained that she took her car to work. as she had shifts and buses were not always available. Paul expressed his sadness because the cancellation of an early-morning service meant he lost a job he thought would give him stability and money for his family, and he had to fall back on one that offers hours in the afternoons.
The Welsh Government recognises the situation’s urgency and is currently working to plan and introduce a nation-wide a franchised system for bus services. The Deputy Minister for Climate Change, Lee Waters, attributes the breakdown of the commercial bus system to COVID-19 and emphasises the necessity of a well-connected and environmentally friendly bus network.
Models and financial considerations
In shaping the future of Wales’s bus network, two prominent models emerge: franchising and the minimum subsidy model. Franchising advocates for a structured and controlled approach, aiming to implement a “One Network, One Timetable, One Ticket” plan. This approach targets the irregular schedules and reliability issues prevalent in the current system. Conversely, the minimum subsidy model, similar to the existing structure, proposes a strategy to balance government oversight and operator flexibility.
Barclay Davis, Director for Wales of Bus Users UK, in his article under the title of Analysis of two new reports from CPT Cymru on the Welsh bus network, emphasises the financial challenges of transitioning to a new system. Both franchising and the minimum subsidy model will encounter obstacles during this shift, requiring meticulous consideration of funding sources and allocation. The financial dimension plays a pivotal role in shaping the feasibility and success of the proposed changes.
The Move
The transition from a deregulated to a franchised system underscores the complexity of implementing Quality Contracts (QCs). Introducing a franchising approach within the new system will allow local authorities in Wales to define need and contract bus services accordingly. However, the complexity of the existing QCS process, as seen in challenges faced by schemes like Nexus Tyne and Wear in England, calls for legislative changes.
The “One Network, One Timetable, One Ticket” plan identifies difficulties arising from insufficient bids for bus services, exacerbated by the COVID-19 pandemic. Current legal constraints limit the establishment of new municipal bus companies by authorities. Overcoming these challenges may require simplifying the Quality Contracts process, revisiting legal restrictions, and enhancing local authorities’ flexibility within the new franchise system.
The prolonged delay in transitioning Swansea’s bus services from a deregulated to a franchised system -meaning the transport authority for an area would be in charge of regulating buses, timetables and fares, and would be answerable to the public- reveals the intricate challenges of the existing system. A comprehensive, sustainable approach is imperative to forge a path toward revitalised public transportation. This approach must address current issues, consider the financial implications, and navigate the complexities of transitioning to a new model. The future of public transit in Wales hinges on a thoughtful and collaborative effort between the government, operators, and the community to ensure a resilient and people-centric mobility ecosystem.
The Welsh Government’s concern with the problem, both in terms of declining bus services and in terms of advancing environmental change, is a step forward. But further analysis should be taken in relation on how the UK Government deals with transportation and its funding within the whole country.
Publicly Owned Transport
A conversation with Peter Jones
Peter Jones, a Trustee of The Environment Centre in Swansea and a contributor to the Welsh Government’s first Climate Change Strategy, published in 2010, the Wellbeing of Future Generations (Wales) Act published in 2015, and the Environment (Wales) Act of 2016. presents his position for publicly owned and managed transportation services here. He briefly tells GL how the system has been implemented by some councils in the UK and a question on how to make it possible in Swansea.
Talking on buses, he emphasizes that a council-owned service is accountable to the public rather than shareholders. Because of that, it is more responsive to the community’s needs in a way that private companies cannot as they prioritize profit.
What is your position concerning public transport?
I am on the left in politics, and I take the view that transport should be a public service funded through the government, through the public sector, not through private interest. Public transport should be a service, even if it means, in financial terms, running at a loss if it’s meeting a public need where it should be served.
According to you, what sets publicly owned transport systems apart, especially those managed by local authorities?
A publicly owned transport system, preferably through the relevant Council, is also accountable to the public, whereas private transport companies are accountable to their shareholders and not to the general public who use the service.
Transitioning from private to public ownership poses challenges; can you elaborate on these difficulties?
The problem is how to do it. If you have a private system, how do you buy this system back from the private company and other ancillary assets? I don’t know what the cost might be for the Swansea Council to buy back from the bus company or bus companies, the buses they currently own.
Drawing from your experiences in Swindon and Reading, how do these instances support your advocacy for publicly owned transport?
I grew up in a town called Swindon… the Council owned the bus system, run by the Council and answerable to the people… I lived in Reading, which is quite close to Swindon. There, again, the Council owned the bus system… It’s a practical solution.
Given funding reductions, how do you propose sustaining public services, particularly in the realm of public transport?
The operating costs are met by fares, paid by passengers… The Council has income, and it can choose to support particular services that are running at a loss but which, nevertheless, are afforded by the Council to be in the public interest.
On transport sustainability
Peter Jones was a councillor for the Sketty ward in Swansea from 2018-2022 and worked with environmental and financial issues. In this conversation, he recalls a meeting with representatives of transport companies, where one of the topics was turning engines off at traffic lights to avoid polluting the atmosphere. The representatives could have been more receptive; the practice is simple and useful for the environment but not considered seriously. He witnessed it recently with the drivers of some coach buses who were waiting for students in a council school.
How do you view the transition from fossil fuels to electric vehicles, both for buses and private cars?
About private electric vehicles and cars, you don’t have to look at the carbon emissions associated with the car’s construction; you have to look at the issues of lithium batteries… I’m not convinced that switching from fossil fuels to electric.
In promoting bicycles and walking, what role do they play in your vision of sustainable transportation?
The only real solution to a public transport system is to move from private to public, switching, not completely, from private cars to buses to trams, walking and cycling, where people are fit and capable. Cars are dangerous physically, but they’re also heavily polluting.