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A
Of
course,
had
our
annual
monitoring
report,
which
is
before
you
today
and
on
reflection,
I'd
like
to
just
get
confirmation
for
the
board
that
you're
happy
to
continue
that
format.
My
view
is
that
it
is
a
useful
format.
It
still
addresses
some
of
the
issues
that
we
raised
in
our
original
report,
but
also,
I
think
it
provides
a
really
useful
narrative
for
the
public,
but
also
newer
and
members
of
the
board
to
see
where
we
were
and
how
much
progress
or
lack
of
it.
A
We've
made
so
first
of
all,
I'd
like
your
approval
that
we
continue
to
monitor
in
that
way
and,
secondly,
in
terms
of
the
individual
recommendations,
I'd
like
to
move
that
we
assign
all
of
them
a
four
which,
basically
is
progress,
is
being
made,
but
we
want
to
continue
monitoring.
So
can
I
just
put
that
formally
to
the
board
from
the
chat?
Is
that
agreed?
A
Okay,
smashing
so
agenda
item
7,
advancing
bus
service
provision
and
we
do
have
a
number
of
very
welcome
guests
and
we
ask
them
now
to
introduce
themselves
before
asking
dave
pearson
from
wyka
to
give
us
a
presentation
on
the
bus
service
improvement
plan,
which
really
is
the
focus
of
today's
discussion.
But
it
doesn't
prevent
members
from
making
reference
to
the
monitoring
report
as
well.
So
starting
on
my
left.
B
Morning
chat,
thank
you.
Everybody,
andrew
mcginnis,
cpt,
regional
manager,
for
north
of
england
cbt
is
the
trade
buddy
for
bus
and
coach
operators
and
I'm
also
chair
of
the
bus
operators,
association,
west,
yorkshire,.
C
A
D
A
Okay,
thank
you
very
much
and
welcome
everyone.
I
hope
you
find
it's
a
constructive
and
helpful
session
today.
I
think
we've
now
got
a
presentation
from
dave
pearson,
as
I
said
previously
from
weicher
that
will
focus
particularly
on
bus
service
improvement
plan.
I
will
then
ask
any
other
people
at
the
bottom
table.
A
I
knew
they
said
top
table,
but
I'm
not
going
to
kind
of
be
too
prejudicing
this
to
make
any
contributions
that
they
wish
to
do
and
then
I'll
throw
it
open
to
questions
and
comments
from
members
of
the
board,
but
not
just
on
the
presentation.
E
All
right,
thank
you.
Chair
and
morning,
everybody
I'll
try
and
keep
this
presentation
relatively
brief,
because
I
think
the
the
value
of
these
meetings
is
in
the
questions
and
the
and
the
issues
which
we
talk
about.
E
But
I
think
it
has
been
quite
a
busy
year
since
this
committee
last
looked
at
at
this
particular
issue,
and
I
think
it's
quite
useful
to
bring
you
all
up
to
speed
with
where
we
are
and
the
things
that
have
happened
in
in
the
year
and
where,
where
we
take
things
next,
so
that's
the
purpose
of
the
presentation,
initially
so
becky.
If
you
can
take
us
to
the
next
one.
Thank
you.
So
back
in
the
start
of
the
year,
the
government
published
its
national
bus
strategy.
E
It's
a
picture
of
the
front
cover
there
and
and
set
out
the
the
government's
vision
for
bus
services
and
set
out
a
number
of
sort
of
key
issues
that
that
it
sought
to
address
in
the
in
the
process
of
of
addressing
and
improving
the
role
of
of
buses
in
the
public
transport
and
and
in
the
people's
mobility
generally
and
and
it
set
up
some
some.
E
Some
very
clear
pictures,
in
terms
of
where
I
wanted
to
take
things
fares
to
be
cheaper
and
easier
to
use
better
information,
customer
service
information
and
customer
service
generally
bus
networks
to
be
better
integrated
with
other
modes,
including
bus,
rail,
integra
integration
and
interchange,
and
the
high
winds
infrastructure
to
enable
faster,
frequent,
more
reliable
services.
E
So
what
that
document
set
those
aspirations
out
and
set
up
a
a
process
to
to
to
seek
to
deliver
that
through
something
called
the
bus
service
improvement
plan
which
all
local
transport
authorities
were
required
to
submit
to
government
by
the
end
of
october
and
as
local
transport
authority?
For
for
for
this
region
that
that
task
fell
to
the
combined
authority
and
the
bus
service
improvement
plan
was
basically
set
out
the
the
region's
ambition
and
vision
for
for
buses.
E
How
we
we
we
will
work
collaboratively
with
with
our
authorities,
such
as
the
council,
bus
operators
and
and
local
business,
to
deliver
that
and
and
set
out
the
targets
and
and
how
it's
intended
to
grow.
Bus.
Patronage.
The
the
idea
of
a
bus
service
improvement
plan
is
is
to
be
a
live
document
and
to
be
reviewed
and
updated
annually
as
part
of
a
process,
and
so
the
initial
announcements
back
in
january,
identified
three
billion
pounds
available
for
from
governments
to
be
able
to
fund
the
the
service
improvement
plan.
E
I
think
subsequently,
that
figure
seems
to
be
a
little
bit
less
clear
now
in
terms
of
what
funding
is
available
for
for
the
the
sort
of
transformative
elements
of
the
bus
service
improvement
plan,
because
there's
there's
a
live
issue
with
with
funding
the
current
provision
of
services
through
the
pandemic
and
I'll
touch
on
that
in
the
presentation
towards
the
end.
E
So
if
we
move
the
next
slide,
thanks
becky,
as
the
chair
has
has
reminded
us,
tracy
brogan
was
elected
as
mayor
of
west
yorkshire
back
in
may,
and
and
tracy
made
a
number
of
public
pledges
in
terms
of
of
the
things
she
wanted
to
address.
If
she
was
was
elected
and
she
successfully
was
and
and
on
that
slide,
the
the
pledge
regarding
buses
is
to
bring
buses
back
under
public
control,
introduce
simple
affairs,
contactless,
ticketing
and
greener
buses.
E
E
The
government
set
out
clearly
that
it
expected
all
local
transport
authorities
to
be
using
the
bus
services
act
provisions
as
a
means
of
delivering
this,
and
I
think
those
of
those
members
who
who
have
been
on
this.
This
scrutiny
board
in
previous
years
will
know
that
and
we've
had
discussions
about
the
bus
services
act.
E
It
sets
out
a
variety
of
different
partnership
models
and
also
sets
out
the
provision
of
of
of
bus
service
franchising,
and
so
what
what
government
said
was
that
all
local
transport
authorities
needs
to
be
in
the
process
of
using
the
bus
services
act.
Only
greater
manchester
work
was
sufficiently
far
enough
along
the
process
of
franchising
to
be
able
to
count
that
so
it's
essentially
for
west
yorkshire.
E
That
meant
that
adopting
the
the
enhanced
partnership
provisions,
which
is
set
out
in
in
the
act
and
happy
to
to
to
discuss
what
that
means
in
in
the
ensuing
question
and
answer
session.
But
what
what
the
combined
authority
also
did
is
to
publish
a
notice
of
intent
to
prepare
an
assessment
of
the
need
for
a
franchise's
scheme,
which
is
the
very
very
first
stage
under
which
the
the
process
to
establish
franchising.
E
So
essentially
they
back
in
june,
shortly
after
the
mayoral
election,
the
combat
authority
sort
of
made
it
a
fairly
clear
sort
of
road
map
to
to
towards
the
the
provision
of
of
of
both
an
enhanced
partnership
and
franchising.
E
If
we
can
move
to
the
next
slide,
that
sort
of
sets
out
that
process
and
sorry
this
is
quite
a
busy
slide.
But
it's
it's
one
of
those.
How
do
you
get
a
very
complicated
thing
on
one
slide
type
of
situation?
E
But
if
we
follow
that
from
left
to
right,
it
gives
you
a
a
bit
of
an
idea
of
that
sort
of
process.
That.
E
So
you've
seen
that
so
so
I'll
pick
out
a
few
few
key
dates:
october
21,
the
service
improvement
plan
was
submitted.
The
process
of
of
establishing
the
enhanced
partnership
will
will
start
and,
and
the
combat
authority
will
will
will
approve
that
in
at
its
meeting
in
a
couple
of
weeks
time
in
early
december,
the
government
requires
to
be
in
an
enhanced
partnership
by
the
end
of
march.
E
So
that's
the
april
2022
date
skipping
forward,
then,
in
parallel
to
that
to
work
around
the
assessment
for
franchising
sort
of
brings
it
to
a
sort
of
a
key
decision,
point
of
adopting
all
the
processes
in
in
in
august
to
december
2023,
which
one
would
consult
and
the
mayoral
decision
would
have
to
happen
in
january
24
and
that's
that
is
the
shortest
road
map
to
towards
making
those
those
decisions,
that's
allowable
by
the
government
guidance.
E
So
if
we
move
to
the
next
slide,
so
I
just
wanted
to
touch
on
the
content
of
the
bus
service
improvement
plan
we've.
Given
you
some
content
in
the
pack,
so
I
I
won't
label
this
particular
element
of
it,
but
I
think
we've
set
out
a
vision
to
to
to
have
a
more
fully
inclusive
and
more
cohesive
bus
and
public
transport
network,
and
I
think
one
of
the
key
themes
of
the
west,
yorkshire
plus
service
improvement
plan
and
plus
bus
operator
colleagues
will
have
seen.
E
Others
as
well
is
is
that
we
we
are
looking
at.
E
How
do
we
make
the
bus
network
as
inclusive
as
possible
and
that
and
and
to
enable
people
to
to
make
journeys
they
can't
make
at
the
moment
supporting
that
with
with
clear
and
simple
fares,
the
improved
customer
service
and
information,
a
key
plank
of
of
of
the
bus
service
improvement
plan
is
to
actually
make
people
have
confidence
in
the
bus
by
making
bus
journeys
quicker
and
more
reliable,
and
that
does
involve
bus
priority
and
it
does
involve
addressing
the
highway
issues
that
sit
around
and
I'm
sure
gary
can
touch
on
that.
E
As
as
we
have
the
discussion
as
well
and
alongside
that,
we
set
out
clear
plan
to
to
make
the
bus
fleet
zero
carbon
in
line
with
the
the
city
and
the
region's
targets
in
terms
of
zero
carbon.
So
if
we
move
again
I'll
I'll
skip
through
this
fairly
quickly,
the
the
vision
for
for
the
search
improvement
plan,
I'll
sort
of
emphasize
that
inclusivity
element
of
it.
E
E
E
So
if
we
we
move
to
some
of
the
content
in
terms
of
what
what
what
it
is,
we
want
to
do
and
again
I
I
won't.
I
won't
read
these
two
slides
out
in
in
full,
but
becky.
If
you
want
to
move
to
the
next
one,
I
think
ticketing
and
the
way
people
pay
for
travel
is,
is
quite
important
and
and
moving
to
to
a
different
systems.
E
More
flexible
to
people's
needs
and
more
affordable
is
a
key
point
both
of
the
the
region's
service
improvement
plan,
but
obviously
the
the
government's
requirements
of
us
as
well.
I
think
some
of
that
involves
looking
at
what
we
call
the
core
network,
the
frequent
bus
services
and
and
having
more
roots
operating
on
that
basis,
but
also
looking
at
when
services
operate
the
beginning
and
end
of
day.
E
I
think
one
of
the
learnings
that
that
we've
had
from
these
meetings
and
others
is
that
by
by
having
shrunk,
the
service
at
the
beginning
end
of
the
day,
we've
made
the
the
whole
day
service
less
attractive
to
some
people,
and
I
think
that
that's
one
thing
to
seeking
to
re
reverse
we're
looking
at
how
we
can
be
innovative,
particularly
around
using
demand,
responsive
transport
to
address
particular
mobility
and
and
and
connectivity
issues
that
are
that
are
not
easily
solved
by
having
having
a
large
bus
operating
on
regular
frequency.
E
And
we
set
our
target
to
be
100
zero
emission
by
2036..
We
move
to
the
next
one.
E
To
do
some
of
that,
we
do
need
to
look
at
the
customer
facing
elements
of
that
customer
information
and
and
improving
the
the
customer
experience
generally
and
the
sort
of
looking
at
safety
in
particular
and
people's
perception
of
safety
is
is,
is
a
key
element
of
this
and
we
we
we
do
need
to
to
monitor
passenger
satisfaction
and
to
target
specific
customer
groups
and
making
people
feel
feel
more
comfortable.
E
What
I
would
say
at
this
particular
point
in
the
the
presentation
is:
we've
we've
developed
this
plan
with
a
lot
of
input
both
from
the
bus
operators.
Many
people
sat
around
this
table.
I
have
had
a
lot
of
input
into
this,
as
well
as
gary
and
and
colleagues
in
the
highways
and
transportation
teams
in
the
various
councils
as
well.
So
this
has
been
a
collective
efforts
to
get
to
a
bus
service
improvement
plan.
E
One
of
the
requirements
for
funding
is
to
is
to
do
that
together
and
I'd
like
to
think
we
we
have
done
so.
E
If
becky,
we
sort
of
move
to
the
next
one,
this
this
gives
you
a
a
flavor
of
the
sort
of
timing
of
things
and,
in
particular,
on
the
left-hand
side,
the
the
the
sort
of
things
we
can
do
quickly,
because
some
of
the
the
longer
term
things
particularly
around
the
highway
and
infrastructure
type
of
work
will
take
some
some
time
to
work
through,
as
will
they
the
sort
of
vehicle
replacement
element
of
it.
E
E
So
if
we
move
to
the
next
slide,
I
think
that
the
thing
we
we've
got
to
put
this
context
is
that
the
pandemic
has
had
significant
effect
on
the
economics
of
bus
services,
as
well
as
the
economics
of
lots
of
other
aspects
of
society
and
business
as
well,
and
so
the
bus
service
shrunk
a
little
last
year
to
a
key
worker
service
and
we're
back
to
essentially
the
2019
service
levels.
E
Now,
since
march
2020,
the
the
bus
service
has
been
financially
supported,
both
by
government
grants
and
by
the
concession
new
fare
scheme
that
the
combined
authority
making
payments
as
if
they
reduced
patronage
hadn't
happened
so
we're
paying
for
the
sort
of
numbers
of
of
three
bus
bus
users
that
we
saw
in
2019
to
to
to
basically
maintain
cash
flow
through
the
the
bus
system.
E
Whilst
the
patronage
and
the
fares
from
the
patronage
were
reduced
and,
and
that
that's
not
all
for
yet
the
plus
patronages
is,
is
around
70
to
75
percent
of
what
we'd
expect
in
2019
in
the
city
at
the
moment,
and
so
there
is
a
funding
gap,
and
I
think
that
that
has
to
be
recognized
that
this
is
a
process
to
to
to
to
close
that
gap.
E
But
I
think
there's
also
reality
that
we're
unlikely
to
see
a
return
to
2019
patronage
levels
in
2022
and
that's
partly
because
people's
travel
habits
have
changed
and
we
will
settle
to
it
and
to
a
new
base.
And
then
the
bus
service
improvement
panel
seek
to
encourage
more
people
to
travel
from
that
new
base.
I
think
the
other
thing
and
colleagues
at
bus
operators
around
the
table
can
can
expand
on
this
as
well.
E
I
think
we
also
have
to
be
upfront
the
fact
that
the
bus
operators
as
many
transport
operators
are
are
dealing
with
the
shortage
of
of
of
drivers
at
the
moment,
and
that
is
impacting
on
to
a
certain
extent
on
services
and
the
the
the
the
the
bus
operators
can
can
share
their
their
work
to
to
try
and
address
that.
But
I
think
it
is
a
it's
a
live
issue
and
I
think
it's
one
that
we
we've
got
to
be
upfront
about.
E
I
think
the
final
thing
about
the
finances
is
that
that
leaves
us
a
level
of
uncertainty.
The
the
government
grant
position
is
is
is
guaranteed
until
march.
There
is
some
discussion,
some
indication
that
there
may
be
some
further
government
funding
into
the
next
financial
year.
There's
also
a
suggestion
that
that
might
eat
into
further
the
the
three
billion
pounds
that's
available
for
for
transformation.
E
So
it's
a
bit
of
a
challenging
financial
position
generally,
and
I
think
we
can't
lose
sight
of
the
fact
that
the
pandemic
and
the
changes
to
travel
habits
and
the
reduced
demand
that
the
pandemics
caused
is
is
a
factor,
and
we
we
can't
ignore
that
in
in.
But
we
neither
can.
We
use
that
as
a
reason
not
to
have
ambitious
plans
to
to
build
a
better
bus
service.
E
Out
of
that,
and
I
think
one
of
the
things
we
do
recognize
and
colleagues
in
the
bus
industry
do
as
well
is
that
if
people's
habits
have
changed,
the
nature
of
the
service
will
need
to
change
with
it.
The
nature
in
which
people
pay
and
how
much
to
pay
for
their
bus
travel
will
need
to
change
with
it,
and
I
think
that's
one
of
the
things
we
yeah.
We
we
set
out
to
into
a
different
world
really
with
this.
E
So
I
think
that
the
final
slide
on
on
this
is
his
next
steps.
The
the
service
improvement
plan.
Whilst
it's
an
annual
document
which
we
will
update
and
review,
it's
also
a
bidding
document
and
we
submitted
at
the
end
of
october,
or
we
worked
to
find
out
what
the
outcome
of
that
is
and,
as
I've
just
just
indicated,
the
element
of
of
what's
what's
deemed
recovery
funding
and
how
that
actually
works
into
next
financial
year.
E
We're
in
the
process
of
establishing
an
enhanced
partnership
by
the
end
of
march
and
that'll
be
the
sort
of
laying
the
foundations
for
an
enhanced
partnership
that
actually
builds
from
from
from
a
base
in
it
that
we're
in
in
march,
and
the
enhanced
partnership
will
will
sort
of
expand
as
we
bring
forward
the
various
different
elements
of
the
bus
service
improvement
plan.
As
we
bring
forward
investment
in
infrastructure
to
help
buses
move
along
growth
faster.
E
We
shouldn't
lose
sight.
The
fact
that
in
this
city,
we've
spent
a
lot
of
time
and
money,
and
particularly
gary
and
his
team,
delivering
a
lot
of
improvements
for
bus
services.
Already,
we've
seen
that
that
works
in
the
hedgerow
park
row
and
in
infirmary
street
works
on
going
in
con
exchange
in
that
area.
E
Now,
bus
priority
corridors
in
in
number
of
parts
of
the
city,
the
colour
coded
root
map
and
and
bus
stops
and
the
additional
real-time
information
screens,
which
I'm
sure
many
of
you
have
seen
and
we're
in
the
process
of
refurbishing
the
bus
station.
So
quite
a
lot
of
investment
investors
already
happening
this
year
and
and
schemes
which
are
coming
through
and
and
and
being
launched
over
the
over
this
year
and
into
next
and
one
of
the
things
we
we
will
do
in
whatever
form
that
the
the
funding
takes.
E
We
will
start
addressing
that.
Those
quick
wins
that
you
saw
on
the
slide
earlier.
So
that's
where
we
are
and
I'll
stop
there
and
I'm
sure
there's
many
questions
that
come
out
of
that.
Okay,.
A
Thanks
dave
before
I
asked
gary
to
come
in
from
an
lcc
perspective
and
then
to
open
it
out
to
other
guests,
you
did
mention
that
you
would
elucidate
on
what
constitutes
an
enhanced
partnership
and
franchise,
and
I
think
that
will
be
useful
from
board
members
point
of
view,
because
I
don't
think
anywhere
in
our
papers
is
that
it
is
that
brought
out.
We
have
discussed
it
before,
but
I
think
for
the
benefit
of
reminding
members
and
especially
those
members
who
are
new
to
the
board.
E
Okay,
let's
start
with
franchising
franchising
essentially,
is
where
the
transport
authority
would
following
a
procurement
process
award
contracts
to
bus
operators
to
provide
a
service.
That's
specified
by
the
transport
authority,
and
the
transport
authority
would
fund
that
service.
So
to
certain
extent
the
the
it
moves,
the
the
sort
of
financial
responsibilities
for
the
bus
service
entirely
with
the
transport
authority.
E
Who
would
then
decide
what
level
of
service
it
wants
and
what
fares
it
wants
to
charge
and
the
the
the
sort
of
service
provision
that
he
wants
to
to
deliver,
and
then
we'll
commission,
that,
from
from
bus
companies
through
a
through
a
procurement
in
a
contracting
environment,
but
that
contracting
environment
could
involve
shared
risk
and
reward
with
operators,
and
we
do
work
on
a
shared
risk
and
reward
basis
for
the
right
in
leeds,
for
example.
E
So
so
there
are
different
options
available
in
the
franchising
regime,
but
essentially
it's
the
transport
authority
setting
the
service
it
wants
and
and
and
procuring
that
from
from
operators
who
who
would
who
deliver
it
to
a
specific
specification,
an
enhanced
partnership
and
it
it's
worth
that
complicated
slide.
I
showed
earlier
it
sort
of
illustrates.
There's
quite
a
lot
of
government
guidance
and
prescription
around
this.
So
there's
we
don't
have
a
a
lot
of
sort
of
room
for
maneuver
to
to
design
these
things
ourselves.
E
But
an
enhanced
partnership
essentially
returns
that
difference
between
the
public
body,
the
transport
authority.
To
do
the
things
transport
authority
does
and
the
commercial
bus
market
to
do
the
things
commercial
bus
market
does
what
it
does
do.
It
brings
those
things
together,
so
they're
managed
and
overseen
in
the
same
place,
but
the
financial
risk
and
reward
largely
sits
with
the
the
commercial
sector
with
the
transport
authority
deciding
how
much
of
the
the
network
it
actually
wants
to.
E
You
know
wants
to
commission
through
the
tender
services
provisions
which
we
do
at
the
moment
and
and
as
a
transport
authority.
We
fund
around
about
15
percent
of
us
mileage
at
the
moment,
so
so
that
sort
of
retains
that
status
quo.
If
you
want
to
call
it
that,
but
what
it
does
do
is
actually
create
a
governance
model
whereby
the
key
decisions
around
the
aspects
of
things
that
are
are
taken
collectively.
E
Excuse
me
sorry,
and
it
also
creates
a
a
contractualizing
element
called
the
the
enhanced
partnership
scheme,
and
so
that
commits
both
the
bus
operators
to
certain
things
like
running
euro
six
or
zero
emission
buses
on
on
routes.
E
It
can
commit
plus
operators
to
doing
certain
aspects
of
service
delivery
and
providing
services
at
certain
in
a
certain
way,
and
it
commits
the
the
the
transport
authority
potentially
to
to
to
do
the
various
interventions
it
does
in
a
in
a
prescribed
way
and
it
commits
to
highway
authorities
to
to
provide
and
deliver
and
manage
the
infrastructure.
So
it's
sort
of
it
it.
E
It
enforces
a
sort
of
level
of
of
joint
endeavor
and
joint
commitment
on
on
all
parties,
and
so
what
we
have
to
have
in
place
for
for
march
is
is
essentially
a
a
part,
an
enhanced
partnership
plan,
how
we
would
use
these
provisions
to
to
deliver
across
the
piece
and
we
would
have
to
have
the
starting
of
an
enhanced
partnership
scheme,
which
is
how
you
contractualize
different
pieces
of
of
infrastructure.
E
So
it's
quite
a
it's.
A
legal
heavy
process,
or
both
processes
are
quite
legal,
heavy
and
and
a
number
of
of
aspects,
in
both
franchising
and
in
enhanced
partnership
have
to
satisfy
something
called
a
competition
test
which
is
prescribed
by
government.
So
hopefully,
that
gives
you
a
bit
of
a
flavor
of
of
of
the
difference
between
the
two
and
how
the
how
the
process
would
work.
D
Thank
you
jeff.
I
just
make
a
couple
of
comments,
then,
in
relation
to
that,
as
dave
said,
we
we
are
engaged
with
wike
over
discussions
over
b.
Sip
bc
is
largely
revenue
funding,
so
it
doesn't
really
give
us
much
scope
for
new
capital
schemes,
but
obviously
we're
engaged
in
the
process
and
particularly
around
enhanced
partnerships
and
particularly
trying
to
identify
a
route
in
leeds
that
could
go
forward
on
that
basis
and
it
and
it
it's.
D
So
those
are
active
discussions
that
we're
partaking
in
and
trying
to
understand
what
the
implications
might
be
happy
to
be
involved
want
to
be
involved,
but
need
to
understand
what
risk
and
issues
might
arise
if
we're
not
able
to
secure
improvement
sufficiently
that
allow
the
buses
to
run
on
time
every
minute
of
the
day
and
just
want
to
understand
what
the
risks
might
be
without
under
that
sort
of
partnership.
So
those
are
ongoing
discussions.
D
I
think
they're,
I
don't
think,
there's
anything
untoward
in
there,
but
they
do
need
to
be
worked
through
other
points.
I'd
make
out
on
from
the
presentation-
and
the
report
today,
just
just
to
reiterate.
What's
on
page
24
and
25,
the
good
progress
on
the
leeds
public
transport
investment
program,
there's
an
update
there
on
that
very
significant
program.
That
dave
alluded
to
as
well.
D
That
program
has
gone
well,
it's
been
hugely
challenging,
but
it
is
seeing
a
lot
of
work
on
the
ground
which
is
now
coming
to
an
end.
D
There
might
be
one
or
two
relatively
minor
schemes
in
comparison
that
we'll
get
started
early
in
the
new
year,
but
they're
being
added
in
because
of
the
good
management
of
the
program,
and
so
we're
we're,
seeing,
I
think,
a
very
successful
program
delivery
there,
which,
in
partnership
with
bus
operators
and
wiker,
we
will
seek
to
find
awards
around
that
programme
in
the
near
future.
D
I
suppose
the
final
comment
from
me,
though,
is,
is
one
of
concern
going
forward.
We
we've
seen
some
really
good
investment
for
public
transport,
walking
and
cycling
in
in
recent
years,
through
government
grant,
in
particular
just
concerned
about
what
that's
looking
like
in
the
years
coming
forward,
because
some
of
the
opportunities
that
we
were
hoping
for.
D
Don't
seem
to
be
coming
forward,
and
so
we
need
to
be
working
very
closely
with
all
parties,
particularly
obviously,
to
secure
that
funding
through
government
grant
to
continue
that
work,
particularly
to
meet
our
climate
emergency
targets
of
2030..
So
I'll
probably
leave
it
there
chair
and
open
up
for
discussion.
A
C
Thank
you
chair.
Yes,
I
certainly
don't
want
to
repeat
the
the
comments
dave
has
made.
I
think
just
make
two
observations.
One
is
in
terms
of
the
bisip.
I
I've
gone
on
record
of
publicly
commending
the
combined
authority
for
both
the
level
of
ambition
shown
in
the
b
cip
and
indeed
the
level
collaboration
which
operators
had
generally
sort
of
processed
and
bc.
C
It
is
a
very
ambitious
document
and
and
a
very,
very
good
document
and
clearly
first
were
involved
in
quite
a
few
other
bisips
up
and
down
the
country
and
the
west
yorkshire.
One
is
very,
very
ambitious
indeed.
C
It
is,
of
course,
a
long-term
revision,
a
long-term
plan
starting
from
april,
and,
of
course
it
does
rely
upon
significant
funding,
the
outcome
of
which,
as
dave
has
said,
will
not
be
known
probably
until
early
in
the
new
year,
and
I
think
the
this,
the
particular
slide
that
dave
showed
and
I'm
glad
he
did
about
the
short
term.
Challenges
are
very,
very
real
and
I
just
I'd
scribble
them
down,
but
thankfully
dave
had
already
mentioned
them,
but
I
would
just
highlight
them
again.
C
Firstly,
around
funding-
and
this
is
because
the
our
regulators
are
making
it
up
as
we
go
along
to
some
extent
in
that,
as
things
stand
currently,
we
as
operators
will
have
to
declare
to
our
regulatory
body,
the
traffic
commissioners,
what
our
network
should
be
in
april.
C
The
second
one
dave
mentioned
also
I
I
again
I
perhaps
I
do
need
to
just
briefly
speak
about
staffing
position,
which
is
impacting
currently
upon
service
delivery,
and
dave
mentioned
the
fact
that
as
operators
we've
all
taken
our
individual
stances
about
how
we
address
the
position,
which
has
really
come
about
because
of
the
headline
grabbing
logistics
sector,
which
is
obviously
attracted
to
the
media
attention
and-
and
that
has
had
an
effect
upon
movement
of
staff
into
that
sector
from
bus
driving.
C
C
What
we've
done,
obviously,
is
we've
just
introduced
a
quite
a
significant
pay
settlement
for
our
driving
staff
here
in
leeds,
we've
obviously
got
recruitment
incentives
and
we've
have
actually
had
to
take
some
pretty
very
difficult
decisions
when
we
want
to
try
to
recover
the
network
and
our
volumes
to
cut
back
some
of
the
high
frequency
services
to
try
to
save
some
resource,
so
that
position
is
stabilizing,
I'm
pleased
to
say,
and
the
pipeline
of
new
drivers
coming
through
remains
still
very,
very
strong.
C
But
what
we're
seeing
is
actually
traffic
volumes
on
the
road
car
traffic
volumes
have
probably
increased,
probably
almost
up
to
100
percent,
and
so
that
never
never,
of
course,
has
an
effect
upon
punctuality
and
reliability
and
whether
or
not
we
have
to
add
more
thoughts
in
to
maintain
the
network.
Now,
hopefully,
that's
a
short-term
thing
and
and
partly
a
legacy
of
of
the
discouragement
of
travel
by
bus.
But
hopefully,
as
we
begin
to
recover,
we
can
shift
that
balance
back
to
back
to
bus
travel
rather
than
the
car
travel.
C
F
Thank
you,
chair
and
I'd
just
like
to
start
by
before
I
speak
about
the
bisip
and
the
funding
that
we've
received
on
other
bids,
just
thanking
all
the
people
who
work
on
transport
who
have
been
on
the
front
line
throughout
covid
and
continue
to
go
out
on
the
front
line
on
a
daily
basis,
and
they
don't
have
you
know
the
the
choice
of
working
from
home
or
going
on
zoom,
but
they've
been
out
there
and
I've.
F
I
can
count
on
my
hand,
you
know
the
number
of
complaints
on
that
on
one
hand,
the
number
of
complaints
I
had.
We
got
all
those
key
workers
to
welcome
back
and
continue
to
just
do
so,
but
also
we
managed
thank
you
to
the
operators
to
get
22,
000
p
young
people
to
education
establishments,
establishments
right
across
west
yorkshire.
So
I
think
you
know,
on
behalf
of
our
elected
members,
that
we
put
that
on
record
and
say
thank
you
to
them
and
I
just
want
to
build
on
because
franchising
and
the
enhanced
partnership.
F
Manchester,
I
think,
is
on
either
year
five
or
year
six
of
their
franchising
journey,
and
I
think
there
is
a
bigger
question
and
I
really
welcome
this
type
of
inquiry
and
to
the
government,
because
the
subsidies
that
have
come
down
for
real
has
been
in
the
billions
and
it
just
feel
like
bosses
are
poor
relation
at
some
point
in
some
parts
of
the
funding
bids
that
have
come
through,
and
I
also
want
to
highlight
members
of
the
report
going
to
transport
for
london
this
week.
F
A
financial
report
highlighting
that
the
bus
model
is
broken
and
financially
the
bus
industry,
even
though
london
had
that
extensive
subsidy
and
were
really
struggling
because
they
didn't
increase
prices.
So
we
have
to
get
the
model
exactly
right
as
we'll
be
set
up
to
fail
in
the
financial
report.
That's
going
to
the
for
transport
for
london
this
week,
it's
highlighting
that
they
will
have
to
probably
withdraw
200
routes
and
maybe
reduce
300
bus
services.
F
So
we
are
at
london,
we're
west
yorkshire
and
we
need
the
right
model
for
west
yorkshire
and
the
funding
that's
come
down
and
we
will
heard
a
lot
of
about
funding
from
transforming
cities
which
was
370
million.
Lip
tips
spent
270
million
crsts.
We
got
830
million.
What
I
would
say
my
first
overview
of
all
that
funding
that's
dropped
into
west
yorkshire
is
that
it's
not
going
to
go
very
far
and
there's
going
to
be
some
really
difficult
choices
to
make
for
leaders
and
the
government
has
said
that
there
is
more
money
to
come.
F
So
we
have
to
focus
on
that,
but
to
deliver
everything
that
we're
talking
about
today.
Bus
is
still
the
biggest
mover
of
people
and
west
yorkshire
absolutely
has
recovered
quicker
than
most
places
in
the
country
outside
of
london,
and
that's
because
our
people
use
the
bus
and
they
rely
on
it
for
work.
The
type
of
work
they
do
and
also
people
with
disabilities
would
be
lost
without
this
type
of
system.
So
it's
not
okay,
cup
later
on,
I
will
touch
on
the
successes
we
haven't
been.
F
You
know
sat
on
our
hands
at
weicher,
even
though
we've
got
a
small
team,
there's
so
much
going
on
and
that
we
should
be
proud
of,
but
I
really
welcome
your
inquiry.
I'm
going
to
put
it
on
the
the
transport
commit
scrutiny
committee.
There's
a
scrutiny
committee
at
weicker.
We
cannot
let
them
use
public
money.
I
hope
that
you
can
work
with
them
and
share
your
work,
but
I
don't
see
any
point
in
them
doing
the
same
inquiry
when
you've
been
going
since
2016.
A
Okay,
thanks
very
much
kim,
I'm
sure
we
all
echo
the
sentiments
that
you
expressed
earlier
about
the
wonderful
frontline
work
of
transport
workers
during
the
pandemic,
which
of
course,
is
still
with
us.
Do
any
other
guests
at
the
table
want
to
contribute
yeah.
H
I
just
want
my
chair,
so
yeah.
Look
sorry
for
to
do
so.
Just
just
perspective
said
we're
a
larger
regional
operator.
We've
got
500
buses
in
the
north
of
england,
half
of
which
are
in
yorkshire
and
leeds
is
a
key
operating
center
for
us.
I
completely
echo
and
what
both
councillor
groves
and
paul
has
said
in
terms
of
the
short-term
challenges,
but
the
ambition
and
the
and
the
passion,
as
you
can
see
that
that
we
all
have
for
buses
now
as
our
partnership
and
we're
desperate.
For
that
to
continue.
H
I
think
we
we
do
need
to
overcome
these
short-term
difficulties
that
we've
got,
and
I
think
we
are
we
are
heading
into.
So
I
think
what
will
be
a
challenge
in
november
and
december,
when
you
combine
the
increase
in
incongestion
with
the
ability
to
or
the
the
it's
going
to
be
more
difficult
to
to
obviously
manage
punctuality
when
you've
got
a
driver
shortage
and
like
like,
as
paul,
says
it's
across
the
whole
sector.
It's
not
focused
on
on
one
company
or
even
on
transport.
It's
it's
all
around
us.
H
The
way
we
are
dealing
with
this
is
being
on
front
with
our
customers
and,
as
you
can
see,
by
the
recovery
figures
which
are
above
benchmark
for
anywhere
else
in
the
uk,
our
customers
are
coming
with
us
because
we're
informing
them
and
we're
looking
after
them
and
they're
responding
to
us.
H
So
we
have
also
had
to
step
back
and
reduce
timetables,
but
we
have
still
seen
customer
numbers
grow
and
we
have
seen
very
few
complaints
because
people,
I
think,
if
you're
upfront
with
them,
they
understand
the
position
and
they
particularly
showed
their
gratefulness
to
the
frontline
teams
in
the
way
that
kim
has
articulated
as
well.
So
I
think
it's
it's.
H
B
Thank
you
chair
and
again
just
to
echo
what
alex
councillor
grossen
and
paula
said
now.
I
just
want
to
make
the
point
that
I
think
councillor
groves
has
articulated
this
fantastically
we'll
have
to
remember
that,
as
you
can
see,
we're
coming
out
of
a
global
pandemic,
we're
actually
still
in
the
global
pandemic,
of
course,
and
both
services
never
stopped
during
the
pandemic.
And
I
work
for
the
trade
body.
B
I
don't
directly
work
work
in
bus
operations
or
work
with
the
operators,
but
behind
the
scenes
with
government
with
local
authorities
with
bus
operators.
B
So
much
work
has
happened
in
the
last
18
months
to
ensure
that
key
workers
have
been
able
to
to
get
to
work
that
bus
services
have
been
available
for
those
who've
needed
them
at
times
and
places
where
they've
needed
them,
but
not
only
that
we've
had
we've.
We've
had
funding
mechanisms
to
work
through
with
the
government,
which
has
been
quite
frankly,
supporting
the
industry,
but
at
the
same
time
we've
also
been
looking
forward
with
with
the
bus
service,
improvement
plans
and
the
enhanced
partnership.
B
So
I
would
just
like
to
add
to
the
reassurance:
there's
been
an
awful
lot
of
work
in
the
last
18
months
and
keeping
services
running,
but
we're
very
much
looking
forward
to
the
future
and
what
we
can
do
together
and-
and
I
always
feel
that
bus
services
are
always
delivered
in
partnership.
No
matter
what
the
model
is.
Bus
operators
operate
on
on
other
people's
roads.
They
serve
other
people's
retailers
of
other
people's
hospitality.
B
I
Thank
you,
chair
just
to
add
arriva's
comments
to
to
this
as
well,
not
too
much
to
be
said
beyond
what
my
my
colleagues
have
offered
other
than
to
to
throw
our
weight
behind
it
through
our
support.
The
the
basic
plan
is
ambitious.
It's
transformative
and
it's
something
that
we
want
to
deliver.
We
we
recognize
there
is
always
more
to
be
done
to
improve
improve
the
bus
service
working
together
in
a
partnership.
I
A
J
Thank
you
chair.
I
wonder
if
I
could
just
start
with
two
questions,
please,
and
they
both
relate
directly
actually
to
what
gary
said
and
mr
matthews
about
various
about
various
things,
and
the
first
one
is
that
on
page
21
of
our
papers,
there's
a
section
here
which
is
his
headed
position
october,
2020
about
the
low
emission,
the
delivery
of
low
emission
buses.
J
Now
gary
mentioned
that
on
and
others
how
extensive
the
the
lp
tip
highways
work
has
been,
and
we
all
know
it,
it
sometimes
feels
as
if
the
whole
city
is
being
altered
a
little
bit
and
obviously
a
lot
of
taxpayers
money.
One
way
and
another
has
been
spent
on
that.
J
And
I
remember
the
former
council
of
blake
saying
oh
well,
this
is
a
partnership.
This
is
a
commitment,
we'll
do
all
the
infrastructure
and
you
give
us
the
buses
284
of
them.
But
it
says
here,
given
the
currents
and
uncertain
financial
position
in
the
bus
sector,
details
of
future
bus
deliveries
of
the
remaining
90
vehicles
are
still
to
be
finalized.
J
So
that's
my
first
question:
are
those
90
still
going
to
be
delivered
and
when
and
then
question
two?
If
I
may
share,
is
referring
to
page
65
and
I
get
a
little
bit
confused
about
patronage
numbers
because
dave
knows
I've
brought
this
subject
up
once
or
twice
on
the
transport
committee.
J
But
if
you
look
at
the
table
here,
which
is
key
performance
indicators
and
targets,
it
gives
passenger
numbers
in
march
2019
as
roughly
11
million
and
in
march
2021,
four
and
a
half
billion,
which
is
obviously
well
down,
which
we
all
know
the
reasons
for
that.
J
A
C
Yeah.
Thank
you
chair.
I
won't
pretend
to
answer
the
second
question,
but
I
will
we'll
certainly
try
to
address
the
the
first
question
about
the
90
vehicles.
You
quite
quite
correct
councillor
buckley.
This
was
a
partnership
commitment
that
we
went
into
with
the
city
and
it
was
a
very
big
commitment
of
71
million
pound
on
behalf
of
first
to
deliver
the
284
vehicles.
C
What
of
course
it's
not
an
excuse.
It's
it's
just
a
reality.
C
We're
now
in
a
new
new
funding
regime
where
we
are
now
able
to
begin
to
make
a
profit
and
therefore
we
are
beginning
to
replan
our
investment
plans
going
forward,
and
you
may
well
have
seen
a
commitment
that
first
is
made
to
not
buy
any
more
diesel
vehicles.
There
will
be
electric
vehicles
or
hydrogen
vehicles
from
the
beginning
of
next
year.
The
commitment
of
the
90
vehicles
remains
it's
a
partnership
commitment.
We
will
not
renege
on
that.
The
timing,
however,
of
its
delivery,
is
up.
It's
still
a
bit
uncertain
because
of
this.
C
This
changing
funding
regime.
We
would
expect
a
third
of
them
to
be
delivered
during
the
course
of
21
22.,
the
remaining
two
thirds.
I
would
hope
during
the
following
year
that
those
orders
have
not
as
as
of
yet
been
been
placed,
but
the
partnership
commitment
stands,
and
we
just
want
to
get
to
a
position
where
the
volume
of
people
traveling
by
bus
can
generate
us
a
reasonable
return
for
us
to
deliver
upon
that
commitment.
E
Chair,
if
I,
if
I
can
address
the
second
question
on
on
patronage
and
maybe
the
way
the
tables
looking
actually
the
the
the
the
the
number
the
11
million
number
against
march
19
is-
is
an
annual
figure
for
for
for
2018-19.
E
E
So
I
think
where,
where
we've
said,
is
we're
in
this
sort
of
70
to
80
place
now,
and
that
does
differ
a
little
bit
in
different
parts
of
west
yorkshire.
I'd
have
to
say
so
so
we're
in
much
better
place
than
the
four
and
a
half
but
but
but
not
back
to
2019
levels
by
any
means.
So
the
20
20
25
target
is
saying.
Well
actually,
if
we
say
we're
20
off
target
at
the
moment,
we
want
to
to
increase
it
by
15.
E
Then
then,
we've
got
sort
of
35
to
40
to
make
up.
So
it
is
a
challenging
target,
but
you
you
do
need,
set
challenging
targets
to
to
to
to
set
policies
behind.
A
J
Not
really
sure
but
safe
to
say
that
the
2030
carbon
neutrality
target
is
obviously
impacted
by
this
kind
of
thing,
and
if
it
was
ever
realistic,
this
makes
it
even
more
unrealistic.
H
I
expected
it
to
be
a
future
two
comments
and
questions.
Really
one
is
around
service
levels
and
one
is
a
around
patronage.
You
do
say
that
the
patented
is
back
to
75
percent
of
pre-covered
levels,
but
in
2019
we
were
seeing
around
the
city
a
lot
of
standing
loads
with
buses.
I
never
see
that
now
and
I
don't
even
know
whether
you
would
actually
allow
standing
laws
down
under
the
current
rules,
so
I
think
well
possibly
they're
all
using
park
and
rides.
H
But
then
I
go
out
to
ellen
road
and
I
find
that
half
of
home
road
is
for
vaccinations
and
half
of
that
half
is
used,
but
half
of
it
is
empty,
despite
the
fact
that
when
we
expanded
that
we
were
using
all
the
expansion
on
the
rough
stuff
before
we
expanded
it,
so
we
didn't
expect
to
be
able
to
get
more
cars
in
so
I
go
to
temple
green
and
I
think
perhaps
they're
all
there
and
I
find
that
half
of
that
is
over
to
testing
and
the
other
half
is
empty
and
the
other
half
is
used
so
they're
not
in
park
and
rides,
and
you
know
it's.
H
It's
around,
I
don't
see
the
commuters
coming
in,
and
what
are
you
going
to
do
to
bring
that
patternage
back,
because
a
lot
of
work
needs
to
really
be
done
with
businesses?
Because
when
I
talk
to
people
who
are
going
back
to
the
office,
I
say
you're
going
back
to
the
office
and
you're
going
back
on
the
bus.
H
They
say:
oh
no,
my
employer's
allowing
me
to
park
at
work,
so
I'm
going
back
by
car
that
doesn't
help
the
bus
operators
or
the
or
the
bus
service
or
climber,
really
that
they're
all
going
back
to
using
the
car.
So
it's
how
you,
how
you're
going
to
grow
that
part
of
the
business
going
forward
and
the
second
thing
is
around
service
levels.
H
I
also
see
service
levels
in
my
own
area
being
reduced
dramatically
outside
the
commuter
period
and
buses
are
running
frequently
or
running
the
same
part
of
the
hour,
rather
than
spread
across
the
hour.
I
understand
why
that
is,
but
it
doesn't
help
the
commuter
when
they
want
to
use
that
other
part
of
the
hour
to
get
places,
and
you
did
talk
about.
H
You
had
reduce
the
beginning
and
end
part
of
the
of
the
service
day
and
you
needed
to
grow
that
again
and
I'll
just
share
this
with
you
a
couple
of
saturday
nights
ago.
I
wanted
to
make
a
journey,
and
I
thought
I'll
just
see
if
I
can
make
it
by
bus
and
to
do
seven
miles
as
I
would
have
driven.
It
was
going
to
take
me
one
hour
and
57
minutes
by
bus
and
I'd
have
to
do
a
bit
of
walking
as
well.
H
That
didn't
enthuse
me
to
take
that
option,
and
so
I
went
to
another
option
and
that's
I
appreciate
the
seven
miles
is
not
going
the
route
you
were
gonna.
H
Take
me
by
bus,
but
it
doesn't
help
the
fact
that
that
can
be
done
by
going
seven
miles
rather
than
taking
the
route
and
how
you're
going
to
grow
those
passengers
back
onto
the
bus,
because
obviously,
I'm
now
off
the
bus
for
that
journey
and
off
the
bus
for
most
journeys,
and
the
only
reason
that
I
wouldn't
drive
that
journey
is
because
the
activity
that
I
wanted
to
take
place.
The
law
wouldn't
allow
me
to
to
drive
and
take
activity
in.
H
But
but
if
you'd
encourage
me
back
for
that
journey,
I
might
have
stuck
to
that
journey
regularly
and
and
I'll
never
come
back
to
that.
And
so
it's
how
you
grow
that
part
of
the
business,
because
the
commuter
business
is
not
there
at
the
moment.
So
how
do
you
draw
drive
the?
I
would
say:
leisure
travel.
H
Just
just
just
a
few
general
comments,
then,
so
I
think
you
know
our
perception
of
full
buses
is
that
you're
right,
the
peaks
have
flattened
so
to
speak,
and
we
are
seeing
a
lot
more
leisure
customers
come
back
compared
to
commuter
customers
come
back,
although
the
commuters
now
do
seem
to
be
coming
back
in
greater
numbers
than
they
were
previously,
but
but
they're
not
giving
us
full
buses,
which
isn't
necessarily
a
bad
thing.
H
The
things
that
work
that
we're
doing
that,
I
think
all
of
us
are
doing,
is
there's
a
lot
more
flexible
ticketing
than
they
used
to
be
so
you
don't
have
to
buy
a
weekly
ticket
to
get
a
saving
on
traveling
every
day
you
can
buy
a
multi
journey
ticket
or
a
multi-day
ticket,
all
all
as
bundles
all
can
be
bought
by
an
apple
or
indeed,
on
bus.
H
We've
certainly
been
doing
a
lot
of
work
to
to
to
make
up
for
the
the
the
decline
of
commuter
travel
by
doing
more
in
terms
of
leisure,
both
in
terms
of
pricing
marketing.
Indeed,
we
doubled
our
our
network
on
coastliner
out
to
out
to
scarborough
and
the
coast
over
the
summer
as
well.
So
there
are
there.
Are
things
still
happening,
even
though
we're
in
this
sort
of
strange
these
strange
times?
H
The
other
thing
worth
mentioning,
particularly
when
it
comes
to
evening
fairs,
is
that
we've
had
a
one
pound
evening
for
after
seven
o'clock
now
since
since
about
since
july,
we're
we're
committing
that
remains
until
until
the
end
of
december,
and
that
has
done
a
lot
of
that
that
that
trade
has
certainly
is
on
on
weekends,
has
grown
to
almost
100
plus,
so
so
people
are
reacting
to
that
and,
of
course,
we
had
capacity
then
available
too.
So
again,
that's
not
resulting
in
full
busters.
H
It's
resulted
in
just
busy
buses
done
what
was
there.
So
I
think
I
think
the
main
point
just
to
say
is
that
is
that,
whilst
we're
in
this
situation
as
paul
says
where
we
haven't
been
able
to
make
a
profit
and
and
even
now,
we're
not
we're
still
we're
still
producing
a
fairly
minimal,
minimal
profit,
we're
still
making
sure
we're
being
as
inefficient
as
we
can
to
grow.
Customers,
customer
numbers
back
and
just
quickly
on
the
former
question.
H
The
one
thing
that
that
we
didn't
allude
to
is
that
as
part
of
the
enhanced
partnership
and
the
bisip
commitments,
all
operators
have
committed
to
investing
in
in
zero
emission
buses
over
the
next
four
to
five
years,
all
of
which
will
will
we'll
we'll
we'll
see
service
and
leads
as
well.
So
that's
another
way
as
to
how
we're
again
committing
to
investment
even
in
quite
difficult
times,
great.
F
Yeah
in
terms
of
the
park
and
ride
I've
traveled
in
from
ellen
road
this
morning,
but
got
stuck
in
congestion
on
the
way,
town,
road
and
and
you're
right.
The
first
car
park
is
just
full,
but
I
mean
that
is
good
in
comparison
to
a
couple
of
weeks
ago,
when
you
were
going
and
there
were
only
a
few
rows
full,
so
people
are
slowly
coming
back
but,
as
we've
said,
the
leisure
market
is
much
stronger.
F
What
we're
doing
so,
we've
at
riker,
you
know
in
with
the
operators
we've
launched
a
young
people's
ticket,
which
is
only
60p
single
fare
and,
and
there
was
a
91
young
people
got
onto
public
transport.
So
that's
a
good
return
and
we've
launched
our
m
card
app,
so
people
can
book
online
because
we
know
that
the
peaks
have
changed.
We
know
the
patterns
are
differently.
Where
is
the
peak?
Is
the
data
that
we
need
to
find
and,
and
that
went
from
we
didn't
do
any
marketing.
F
It
went
from
23
straight
up
to
80
in
terms
of
booking
making
it
easy
for
people.
We
have
worked
with
the
department
of
work
and
pensions,
so
job
seekers
actually
do
can
make
it
easy
for
them
to
get
across
the
region
and
they
use
they
have
to
go
into
an
office
and
have
their
funds
loaded
on
we've
made
it
so
that
they
don't
have
to
do
that.
F
We
are
working
on
gifting
and
so
that
families
can
load
onto
cards
for
gifting
for
travel.
So
there's
lots
of
initiatives
going
on
it's
going
to
be
a
long
journey
back
and
and
obviously,
and
we're
still
dealing
with
the
pandemic.
So
but
there's
lots
of
work
going
on
and
also
we've
introduced,
demand
responsive
transport,
which
I
think
we
promised
you
at
the
last
meeting.
G
Gary
may
be
saying
the
same,
a
similar
thing
to
me,
but
just
on
ellen
road
and
the
vaccination
we
made
that
decision
in
consultation
with
the
the
football
club
with
leeds
united
they
requested
and
michelle
gary
will
go
into
more
details,
but
they
requested
that
we
move
it
out
of
their
conference
suite.
So
we
did
sacrifice
some
of
the
the
car
parking
at
eleanor
park
and
ride,
but
that
was
a
decision
that
I
was
happy
to
take
and
we
want
to
support
the
you
know.
G
Our
numbers
are
going
up
as
we
speak
in
in
terms
of
covert
19
and
we
wanted
to
support
the
ongoing
response
to
the
pandemic
and
keeping
people
in
leads
safe
and
safe
and
well
so.
Yes,
we
made
that
decision,
but
the
football
club
needed
their
conference
week
back
with
the
restarting
of
people
attending
football
matches.
Thank
you.
D
Thank
you
chair.
It's
really
just
to
back
up
that
the
the
park
and
ride
numbers
are
increasing.
D
I
see
the
numbers
every
week
and
several
hundred
are
coming
in
across
the
three
sites
every
week,
which
is
really
good
to
see,
I
think,
there's
a
role
for
all
of
us
really,
though,
in
terms
of
communicating
how
safe
it
is
to
use
public
transport
and
because
there
are
still
clearly
people
that
are
nervous
for
whatever
reason-
and
I
think
it's
incumbent
all
of
us,
if
we
get
the
opportunity
to
highlight
the
the
strenuous
efforts,
strenuous
efforts
that
the
bus
operators
take
to
clean
the
buses
and
make
them
safe,
and
I
certainly
use
the
park
and
rides
when
I
come
in
on
my
two
or
three
days
a
week
and
and
it
feels
very
safe,
it
does
feel
very
different
from
when
it
before
covid,
because
it
was,
it
was
standing
room
only
on
occasions,
and
it
was
a
bit
uncomfortable
on
those
occasions.
D
It's
it's
very
different
at
the
moment,
but
I
think
if
all
of
us
can
play
our
part
in
getting
that
message
out,
that
public
transport,
be
it
bus
train,
is
safe
and
leave
your
car
at
home
if
it's
viable
to
use
public
transport,
it's
not
always,
so
I
just
wanted
to
make
that
point
really,
because
I
think
it's
important.
H
H
And
just
just
to
the
point
about
the
length
of
of
journeys
that
are
done
by
both
the
time
it
takes
a
reference
in
the
car,
and
I
would
just
say
that
first
is
my
primary
operator
in
my
area.
Transdev
only
operate
the
airport
service
in
my
area
and
whilst
the
pound
is
very
useful,
it's
not
a
lot
of
times.
We
want
to
get
to
the
airport
these
days.
Unfortunately,.
B
Thank
you
chair
and
thank
you,
everybody
for
your
presentations
and
comments,
responses,
etc.
Two
questions
for
me
in
terms
of
a
fully
accessible
service.
We
have
got
this
problem
of
access
for
wheelchairs
capacity
so
and
prams
as
well.
Of
course,
how
do
we
plan
to
crack
that?
Really?
Because
you
need
the
the
person
in
a
wheelchair
needs
to
be
able
to
get
on
that
bus
that
arrives
just
like
a
person
not
in
a
wheelchair
can
because
they
may
be
getting
to
work
etc?
B
And
the
second
question,
I'm
intrigued
by
the
m
card
app
the
tracking,
which
I
think
will
be
very
useful
and
we
know
that
technology
works.
I
think
a
lot
of
delivery
companies
use
it
and
you
know
at
the
end
of
the
street,
with
your
takeaway
and
you're
at
the
door.
So
if
we
can
do
that
for
the
m
card
app,
why
can't
we
use
that
same
technology
for
the
real
time
displays?
B
There
are
a
constant
cause
of
frustration.
When
you
see
the
you
know,
three
minutes
expected
time
two
minutes
and
then
suddenly
it's
five
minutes,
then
okay
and
then
it
disappears.
I've
witnessed
that
my
constituents
have
witnessed
that
as
well
and
continually
complain
about
it.
So
can
we
have
that
technology
for
those
real-time
displays
as
well?
Please.
A
E
Yes,
I
think,
on
on
wheelchair
capacity
they
that
the
buses
are
that
they
comply
with
the
national
standard,
but
I
think
that
there
is
there
are
challenges
at
times
and
I
think
we're
aware
of
them
when,
when
several
people
want
to
travel
at
the
same
time-
and
I
think
that's
that's
been
taken
forward
both
at
national
level
and
and
to
to
have
vehicles
that
that
have
more
adaptability
for
the
different
types
of
situations
that
they
face,
because
they
that
can
be
very
different
in
terms
of
the
number
of
of
people
boarding
with
push
chairs
and
all
the
luggage
same
times
wheelchairs.
E
So
I
think
it
is
a
very
imperfect
solution,
if
we're
honest,
there's
only
so
much
space
on
at
the
the
lower
deck
of
a
bus
to
to
accommodate
everybody.
So,
but
there
is
probably
some
design
solutions,
ultimately
that
are
needed
to
to
improve
increase
that
flexibility
as
far
as
it
can
just
just
on
the
the
tracking
is
quite
an
interesting
observation.
I
mean
yes,
we
have
had
discussions
at
these
meetings
before
around
the
the
the
real-time
information
system.
E
I
mean
firstly,
it's
the
same
system
that
provides
the
tracked
information,
the
differences
you
can
see
where
the
bus
is
on
the
map
and
the
phone
and-
and
I
think
people
generally
welcome
that
and
give
them
some
reassurance
where
the
bus
is
the
bus.
E
The
real
time
displays
on
the
street
can
shift
around,
because
if
a
bus
does
get
stuck
in
traffic
or
or
it's
always
just
trying
to
predict
the
time
that
that
that
bus
arrives
at
that
particular
stop,
so
it
can
look
to
go
backwards,
sometimes
because
of
the
road
conditions
that
it
sort
of
worked
out
or
it's
going
to
take
longer
than
than
previous,
because
it's
it's
it's
stuck
in
at
a
road
junction,
the
the
the
the
disappearing
ghost
phantom
bus
thing.
E
We
we've
done
quite
a
lot
of
work
with
bus
operators,
we're
in
the
process
of
actually
changing
the
whole
back
office
system.
To
that
manage
this,
some
of
this
is
is
really
around
how
how
the
process
under
which
buses
register
into
the
system
and
and
come
off
the
system.
E
What
we
have
done,
regrettably,
in
some
respects,
is
we've,
but,
but
we
have
done
in
the
in
recent
weeks
as
part
of
this
process,
er
sort
of
expanded
the
facility
whereby
bus
operators,
if
they
have
to
cancel
a
service
because
of
driving
shortages
and
the
things
that
people
have
said
earlier,
then
we
can
we
get
that
information
onto
the
screen
as
quickly
as
possible.
E
So
at
least
people
know
that,
and
I
think
it
gets
back
to
what
alex
was
saying
is
in
the
people's
tolerance
is
greater
if
they,
if
we
actually
explain
a
situation
better
to
them.
E
So
we
are
dealing
with
the
technical
issues
that
sit
behind
that
phantom
bust
thing,
but
I
think
we
we
still
have-
and
I
would
say
this
possibly-
but
we
still
have
probably
one
of
the
most
extensive
and
and
and
stable
plus
real-time
systems
in
the
country
in
this
region
and
we're
investing
in
it
as
we
speak
to
to
make
it
better.
H
Just
just
to
add
to
that
I
mean
it's
a
bit
more
hotter
off
the
press,
but
on
the
on
the
space
for
wheelchairs
issue,
it
will
actually
be
part
of
the
legality
of
the
vehicle
that
two
wheelchair
spaces
will
be
needed
on
buses
now.
So
at
the
moment
most
of
us
have
on
our
buses.
We
have
a
space
for
a
wheelchair,
with
a
cushion
and
a
back
rest
and
two
will
be
needed
now.
H
So
it's
likely
that
would
be
a
shared
space,
but
the
point
is
is
that
we
should
now
be
able
to
carry
two
wheelchairs
on
on
new
buses
when
the
new
build
requirements
come
in,
so
that
that's
one
thing
that
really
helped
that
I
was
in
discussions
with
bus
users
yesterday,
as
was
bush
users
uk
alongside
representatives
from
all
the
operators
around.
What
can
we
do
to
give
people
with
wheelchairs,
more
certainty
of
knowing
they'll
be
able
to
get
on
the
bus?
H
So
there
are
a
number
of
ideas
that
that
were
being
dropped
out,
as
well
as
a
clearer
policy
nationally
to
present
on
that,
we
all
have,
I
think,
between
all
three
operators.
We
all
have
capacity
information
available
on
our
app,
so
you
can
see
whether
buses
are
busy
or
not
extending
that
to
whether
the
wheelchair
space
is
taken
as
well.
H
So
all
that
technology
we're
trying
to
work
on
with
the
with
the
app
provider
and
the
ticket
machine
providers
to
try
and
to
try
and
improve
the
experience
for
for
those
people
in
wheelchairs,
all
those
people
have
walking
difficulties,
and
so
on,
and
indeed
further
to
that
as
well,
is
extending
that
information
is
also
on
the
real-time
system
as
well
in
terms
of
capacity
and
dave's
right.
You
know,
I
know
often
we
look
over
the
penance
to
manchester
the
the
comprehensiveness
of
our
real-time
system
in
in
west
yorkshire.
H
G
G
You
know
a
wheelchair
space
so
that
they
are
and
it's
it
will
be
within
200
meters
of
their
home,
either
drop
off
or
I'll
pick
up,
and
I
know
it's
only
sleet
at
the
moment,
but
I'm
really
hopeful
that
it
will
be
yeah
developed
across
the
city
and
that
people
with
mobility
issues
and
and
families
with
young
children
and
and
indeed
a
variety
of
users,
will
be
able
to
benefit
from
that
on-demand
transport.
G
A
K
Yeah
thanks
for
really
good
presentation
and
and
all
the
reports.
This
is
my
first
year
on
on
this
scrutiny,
so
I
may
be
talking
about
something
that
you've
discussed
before
and
there
are
lots
of
questions
I
could
ask,
but
I'm
just
going
to
restrict
it
really
to
to
sort
of
another
what
any
service
is
about
like,
and
I
ask
this
question
for
any
service
that
the
the
council
is
is
offering
or
the
public
sector
is
offering
is
what
is
the
customer
experiencing
and
trying
to
get
out
of
this?
K
What
the
customers
are
experiencing
and
on
page
51
we
have
a
description
or
a
few
bullet
points
of
existing
bus
services
and
the
ones
I
particularly
sort
of
pick
up
is
one
that
says
a
network.
That's
difficult
to
use,
not
meeting
troubles
needs
a
perception
for
for
value
for
money
and
a
network
which
is
consistently
not
reliable
or
not,
consistently
reliable
and
certainly
the
feedback
I
get
from
my
my
residents.
My
constituents
reflects
all
that,
so
my
question
really
is
well
get
into
the
guts
for
this.
K
You
can
give
me
a
lot
of
detail,
but
how?
How
are
we
actually
measuring?
What
what
your
customers
our
customers
are
experiencing
and
how
we're
responding
to
it
and
how
we
measure
that,
so
on
table
six
on
page
65
of
the
pack,
we've
got
some
measurement
of
customer
satisfaction
on
score.
One
to
ten
and
and
the
baseline
in
march,
2021
was
6.9,
which
intuitively
I'd
say
if
you
said
that
6.9
out
of
10
satisfaction,
I'd
I'd,
say
way
too
high.
K
I'm
just
wondering
is
that
is
that
a
wiker
measure,
or
is
that
an
amalgamation
of
operators
measures
and
what
are
operators
measures
on
satisfaction
based
on
those
issues
which
we,
the
existing
bus
service,
reliability,
meeting
the
traveler's
needs
and
value
for
money,
and
unless
we're
getting
that
right,
all
the
other
things
don't
really
matter.
K
Do
they
because
that's
what
actually
drives
forward
the
bus
service
is
what
the
customer
wants
and
whether
the
customer
is
going
to
use
it
or
not,
and
there's
sort
of
two
ways
you
can
you
can
make
you
can
make
the
bus
service
very
attractive
against
those
those
parameters
which
which
you've
listed
or
you
can
make
the
alternative
very
uncomfortable.
K
So
you
know
you
can
make
traveling
by
road
so
so
difficult
that
people
will
have
to
come
to
that,
so
that
that's
a
political
decision
in
a
way,
but
I'm
just
wondering
how
we're
actually
getting
how
we
measuring
what
our
customers,
what
our
residents
are
really
experiencing
and
how
we
are
listening
to
them,
because
that's
the
what
chad
is
becoming
a
speech,
I'm
sorry,
but
the
main
issue
I
get
from
residents
talking
to
me
is:
yes,
they
understand
the
issues,
but
no
one
is
telling
them
about
them.
K
E
Yes,
I
can
do
just
just
to
explain
three
elements
really
to
to
to
to
measuring
customer
satisfaction
and
the
the
basis
information.
That's
in
the
the
bus
service
improvement
plan.
Firstly,
the
there's
a
national
body
established
by
a
government
called
called
transport
focus
and
transport
focus
essentially
is
the
the
representative
body
for
transport
users,
and
so
it's
a
sort
of
consumer
body.
E
If
you
like
transport
focus
and
one
of
the
things
that
that
organization
does
is,
it
is
a
national
bus
survey
and
asks
most
passengers
quite
a
detailed
set
of
questions
nationally
and
as
a
as
a
region.
We
we
we
top
up
that
survey
and
have
done
in
the
past
anyway,
to
be
taught
up
of
that
survey
to
get
a
bigger
sample
size
across
west
yorkshire,
so
that
we've
got
a
a.
We
can
use
that
as
a
as
a
very
much
of
a
base.
E
I
think
what
that
tells
us
is
is,
and
some
of
the
narrative
that's
in
the
service
improvement
plan,
about
about
the
the
issues
people
have
with
the
bus
services
comparatively
in
this
region,
for
example,
people
feel
they
get
less
value
for
money
than
than
than
the
same
question
asked
in
other
regions.
So
that's
that's
telling
us
something.
E
I
think
the
other
sort
of
baseline
information
which
we've
used
in
the
in
the
plan
is
the
the
fairly
extensive
public
engagement
that
was
done
back
in
2017
for
the
original
west
yorkshire
bus
strategy,
where
we
we
did
a
variety
of
different
activities
to
to
engage
with
people
and
get
their
views
on
what
the
bus
service
was,
and
so
some
of
that
narrative
around
value
for
money
and
around
people's
confidence
in
the
service
comes
comes
from
that
as
well,
and
it's
an
uncomfortable
reading
for
all
of
us
are
involved
in
it.
E
But
you
know
it
is
it's
some
something
we've
got
to.
We've
got
to
face
head-on,
really.
Finally,
the
the
table
of
indicators
and
the
6.7
score
as
a
combined
authority.
E
We
we
we've
done
for
for
quite
a
few
years
now
something
called
the
tracker
survey,
which
is
largely
a
telephone
survey,
where
we
ask
a
series
of
questions
around
lots
of
aspects
of
of
of
transport
and
how
people
get
around,
not
just
just
bus
services,
and
we
ask
users
and
non-users
and
and
put
that
together,
it's
not
a
massive
sample,
but
it's.
But
it's
a
tracker
survey
for,
for
the
purposes
of
being
able
to
ask
the
same
question
year
on
year
and
year
and
year
and
see
see.
E
The
interesting
thing
is
the
shift
really
so.
The
6.7
score,
which
is
about
67
of
people,
were
satisfied
broadly
with
who
are
very
satisfied
with
their
bus
service
that
includes
users
and
non-users,
and
that
that
you
know
that's
a
a
representative
sample.
What
that
plan
seeking
to
do
is
to
bring
that
up
to
to
to
eight
ultimate,
ultimately
and
actually
getting
getting
movement
in
those
sort
of
scores
is,
is
not
as
easy
as
it
sounds.
E
So
it's
not
so
much
whether
or
not
sixty
percent
of
people
really
are
satisfied
or
not,
and
I
absolutely
get
what
the
council
is
saying
in
terms
of
how
does
that
relate
to
people's
anecdotal
evidence,
but
what
it
is
saying.
Well,
actually,
we've
got
to
turn
20
of
those
people
who
are
dissatisfied
into
satisfied.
That's
the
challenge
and
that's
and
that's
what
what
that
table
seeking
to
achieve.
C
I
think
just
just
to
add
to
that
I
mean.
Certainly
we
are
trying
to
mirror
what
other
customer
facing
organizations
are
doing
these
days
in
terms
of
measurements.
So
if,
when
you
travel
by
bus
you
on
thursday,
you
have
an
access
to
a
qr
code
where
you
can
record
your
your
satisfaction
score.
C
So
we
we
have
a
measure
in
the
same
way
as
amazon
do
and
I'm
sure
other
operators
do
have
a
net
promoter
score,
which
we
certainly
aimed
to
aspire
to
a
similar
level
to
a
to
an
amazon
or
any
other
sort
of
retail
environment.
So
I
think
that
the
way
we
measure
customer
satisfaction
which
was
historically
purely
based
upon
number
of
complaints
per
100
000
passengers,
I
think,
have
gone
we
are
now
trying
to
in.
C
In
addition
to
what
dave
has
outlined
and
the
formal
surveys,
we
do
try
to
capture
data
in
real
time
from
our
customers.
In
the
same
way,
when
you
walk
to
an
airport,
you
have
a
smiley
face
or
an
unhappy
face,
so
this
is
our
way
of
doing
it
on
board
vehicles.
At
the
moment,.
F
F
So
the
world
that
myself
and
counselor
trusts
well
represent.
There's
a
bus,
every
12
minutes
it.
It
runs
from
middleton
to
roundy
it's
a
high
volume
room,
but
actually,
if
that
bus
gets
stuck
in
congestion,
then
people
do
complain.
We
get
the
different
compliments
right
across
west
yorkshire
in
calderdale,
where
on
some
routes
and
some
rural
routes
there's
only
a
bus
every
hour.
If
there's
a
shortage
of
drivers
on
that
morning,
and
we
have
to
pull
a
bus,
it's
very
different,
it's
a
very
different
landscape
and
to
manage
in
terms
of
what
do
we
want.
F
Unfairs.
I
think
the
fares
are
the
big
thing
for
people.
People
talk
to
me
about
it.
You
know
good
value
for
money,
what
they
can
afford
to
pay
and
because,
obviously
there's
many
routes
disappeared
or
over
there
and
we're
trying
to
build
that
network
back
up.
You
often
find,
and,
and
I
know
the
operators
are
doing
some
work
on
this-
that
some
of
our
poorest
people
pay
the
most,
and
so
I
think,
there's
got
to
be
a
change.
H
Just
to
add
the
point
on
transport
focus
as
well.
As
dave
said
they
are.
They
are
the
independent
watchdog
and
it
is
also
worth
saying
that
they
do
sit
on
the
alliance
board
as
well,
and
they
do
challenge
us
from
the
customer
perspective
as
well
as
well
as
the
fact
that
they
do
their
annual
survey.
It's
also
worth
reminding
ourselves
as
well
that
the
overall
server
results
in
terms
of
satisfaction
of
customers
in
terms
of
those
satisfied
and
very
satisfied,
is
in
the
mid
to
high
80s,
which
I
know
talking
to
retailers.
H
They
would
kill
for
those
kind
of
figures,
and
indeed
the
rail
industry
would
kill
for
those
kind
of
figures.
So
I
think
if
we
were
to
all
look
at
complaints
and
listen
to
those
who
complain-
which
indeed,
we
do
because
they're
number
bits
of
gold
and
they
help
us
improve,
but
actually,
if
we
balance
that
out
against
the
number
of
people
who
have
an
unremarkable
or
remarkable
for
positive
reasons
journey
actually,
as
it
bounces
out
we're
not
actually
doing
a
bad
job.
K
Yeah
thanks,
I
think
that
shows
a
quite
a
high
level
of
complacency.
To
be
honest,
because
we're
not
talking
about
the
80
percent,
who
are
satisfied
talking
about
the
twenty
percent,
you
are,
and
even
those
numbers
they're
based
on
mass
surveys
and
everything
else.
My
real.
The
number
of
my
question
really
was
how
we,
how
do
we
know
what
the
customer
is
experiencing
on
the
number
six
bus
that
goes
to
to
to
cook
and
if
there's
dissatisfaction
on
there,
how
we
capturing
it?
What
someone's
telling
us
about
it?
K
How
are
we
capturing
it
and
dealing
with
it?
How
are
we
making
it
easy
for
that
customer
to
actually
get
in
touch
with
the
operator
or
get
in
touch
with
the
biker
and
say
what
the
problem
is,
and
this
is
about
individuals
lives.
It's
not
about
a
big
mass
of
people
that
you
know
might
not
even
be
bus
users
or
might
be
occasional
bus
users.
This
is
about
the
individual
and.
K
A
C
Well,
well,
certainly,
the
the
the
benefit
of
having
that
sort
of
system
is.
You
can
do
that
exactly.
Of
course
it
will
depend
upon
the
sample
size,
but
but
people
have
the
ability
on
an
individual
journey
to
feedback
and
that
that
information
is
captured
both
in
terms
of
a
score.
But,
more
importantly,
if
they've
got
a
verbatim
comment,
if
there's
a
particular
comment,
they
want
to
make
either
positive
or
negative
about
the
drive
or
reliability.
C
They
can
make
it
for
the
number
six
bus
or
number
one
bus,
and
that
is
recorded
in
on
on
our
database
and
and
it
is
reviewed
and,
as
you
quite
rightly
say-
it's
no,
no
good
just
being
sat
there
unless
something
is
actually
done
about
the
information.
And
that's
that's
why
we
have
the
system
in
place,
but
there
will
always
be
or
is
often
a
reason
for
whatever
has
gone
wrong
and
it's
important
that
we
we
look
at
it
and
we
try
and
correct
it.
But
no
to
answer
your
question.
A
Yeah-
and
I
think
I
think
the
point
you
were
making
jonathan
is
the
generic
averages
are
fine,
but
they
can
mask
a
multitude
of
individual
specific
localized
problems.
I
think
it
it
might
be
helpful
if
we
could
have
some
information
not
now,
but
but
in
future,
about
how
how
that's
addressed
counselor
dye.
L
Thank
you
in
the
report
we've
got
in
section
2.6.9.
It
makes
reference
to
a
book
called
invisible
women,
which
I
highly
recommend.
If
anybody's
not
read
it,
I
I
think
everybody
should
read
it.
It's
a
really
fascinating
study
of
how
women's
lives
are
often
very
different
in
lots
of
ways
to
do
with
technology
transport,
but
focusing
on
the
transport
issue.
The
one
of
the
points
that
the
book
makes
is
that
it's
often
women
who
have
more
complex
transport
needs
because
of
child
care
and
different
trips
that
they
might
be
making
throughout
the
day.
L
So,
in
the
plan
it
says
that
the
combined
authority's
ambition
is
to
understand
this
problem
in
more
detail,
identify
and
deliver
possible
solutions.
So
my
first
question
is:
how
does
the
authority
plan
to
understand
this
problem
in
more
detail
and
then?
My
second
question
relates
to
something
helen.
You
were
talking
about
a
little
bit
earlier
that
I
I
think
the
flexibus
has
probably
got
quite
an
important
part
to
play
in
addressing
this,
and
it's
great
to
see
it.
L
It
ease
leads,
it's
hopefully
having
an
impact,
and
so
my
second
question
was
it's
early
days
really
early
days,
but
have
we
got
any
data
rather
than
just
anecdotal
things
that
are
all
over
facebook
in
east
leeds
at
the
minute?
Have
we
got
any
data
on
on
how
the
uptake
is
going
of
the
flexibus
and
hoping
that
it's
successful?
G
Thank
you
and
I
actually
went
to
the
grand
grand
theater
to
see
caroline
corrado
perez
and
I
taught
by
her
and
and
gary
was
gonna
hate
me,
but
I'm
gonna
bring
britain
up
and
the
gender
bias
will
now
grit
in
sorry
gary
because
everybody
looked
round
at
me
when
she
mentioned
sweden
and
the
way
that
gritted
in
terms
of
male
journeys
rather
than
female
journeys
so
and
you're
right,
the
complexity
of
women's
and
it's
not
just
women
and
thankfully
anymore.
G
A
lot
of
men
do
child
care
and
the
school
run,
and
things
like
that.
But-
and
there
is
that
there
is
that
gender
bias,
and
I
think
the
gritters
in
sweden
were,
I
think,
the
council
in
sweden
that
undertook
a
gender
equality
assessment.
They
thought
that
oh
we'll
be
all
right,
we're
gritting
and
they
really
weren't.
G
So,
yes,
I
think
the
flexibus
is
a
big
part
of
just
to
the
fact
that
you
know
all
the
different
generations
can
get
on
the
same
bus
people
with
you
know
and
and
and
book
it
to
go
to
somewhere,
like
temple,
newsome
or
seacroft
shopping
center,
and
I
know
a
lot
of
regular
buses.
G
Go
but
if
you
live
in
in
in
say
holton
mall
get
into
even
cross
gates
is
you
know
you
have
to
go
generally
out
to
selby
road
so
having
that
that
flexibility
of
the
flexi
bus
and
linking
it
to
our
leisure
and
to
the
hospitals-
and
I
know
a
lot
of
people
and
anadolu
and
I'll
hand
over
to
councillor
groves
for
the
actual
data
on
it,
but
I'm
getting
the
same
on
facebook.
Other
people
are
really
loving
it,
especially
for
for
st
james's.
So
just
to
respond
to
that.
G
I'm
really
pleased
and
I've
actually
photographed
during
this
meeting
those
paragraphs
and
sent
it
to
councillor
hasselhoff
and
garthwaite,
that
I'm
really
pleased
that
the
the
the
wiker
are
looking
at
the
this
gender
issue
and
have
actually
quoted
that
fabulous
book.
And
I
look
forward
to
hearing
the
plan
as
well.
F
So,
firstly,
we
do
extensive
work
with
employers.
We
have
a
travel
plan
network
team
to
understand
when
there's
new
rules
coming
into
the
city
or
across
west
yorkshire,
what
those
shift
patterns
are
going
to
look
like
and
we've
also
had
a
trial
and
for
just
outside
of
sherman
and
helmet,
where
we
had
an
industrial
site
that
didn't
have
any
transport
and
jersey
front
tree
brought
that
to
our
attention
high
in
hiring.
You
know
over
a
thousand
enabling
a
thousand
people
to
go
to
work
by
public
transport.
F
I
think
the
biggest
challenge
we've
got
is
understanding
the
new
working
patterns
and
caring
responsibilities
in
terms
of
this
comes
into
the
inclusive
role
of
what
are
we
going
to
do
to
keep
women
safe
and
that's
what
being
one
of
the
mayor's
pledges?
And
I
know
dave
will
come
in
on
some
ideas
around
the
m
card,
but
certainly
it
on
the
rail
industry
do
lead
the
way
in
terms
of
keeping
women
safe.
F
They
have
the
refuge
to
rail,
where
a
woman
can,
you
know,
be
identified
and
we'll
get
them
out
of
the
city
by
any
more
transport.
So
and
we
do
a
lot
of
work
around
that
drt
is
a
good
solution
and
I
don't
I
don't
want
to
spoil
the
party,
but
as
someone
who
has
to
deliver
it
and
cost
it
up
and
it's
not
been
successful
in
any
other
parts
of
the
country,
the
model
is
really
expensive.
F
So
it's
the
same
cost
for
to
run
that
small
bus
as
it
is
a
double
decker.
The
only
difference
is,
you
can
get
70,
plus
people
on
a
double
decker,
bus
and
so
financially.
We
have
got
to
look
at
that
model
and
funding
streams
need
to
be
there
to
continue
that
type
of
model.
I
do
feel
that
it
is
a
good
model
and
there's
arriva
click,
which
is
a
very
different
model
to
in
in
liverpool.
F
We
have
stretched
the
boundaries
on
on
the
drt
to
re,
to
include
saint
james's,
to
drive
up
those
numbers
and
it's
up
to
100
people
a
day
that
are
using
it.
So
that's
a
good
sign,
but
I
think
we're
a
long
way
off
being
right.
This
is
what
this
model
costs.
Where
else
can
we
put
it
geographically?
I
think
calderdale
was
the
next
place
that
we've
pledged
to
put
this
type
of
model,
but
it's
something
that
we
need
to
build
on
and
we
have
had
a
community
bus
within
our
world
before
that.
F
Didn't
have
any
take
up
and
we
were
at
myself
and
concentrate
as
well,
and
it
was
something
that
the
community
wanted
and
so
there's
a
lot
of
things
to
learn
from
this,
because
we
had
to
pull
our
bus.
I
think
the
dft
model
is
interesting,
but
I
do
think
it
has
to
be
tied
to
something
like
a
rail
station,
a
hospital,
an
anchor
organization
where
you've
got
volumes
of
people
to
make
sure
that
you've
got
the
patronage
on
on
that
bus.
F
There's
all
sorts
of
different
models
alex
might
want
to
talk
about
the
moves
that
they
operate
in
burma
and
other
operators
twin
and
myself
got
a
meeting
this
week
to
see
how
we
can
make
sure
that
the
time
table
as
a
pirate
of
a
bus
meets
the
time
table
of
rail,
so
you're
getting
that
integrated
connectivity.
E
Yeah,
thank
you
and-
and
I
think
it
it.
This
is
really
a
start
of
sort
of
accepting
and
understanding
that
people
people
need
to
make
complex
journeys
and
that
the
public
transports
has
tended
to
take
lots
of
people
to
the
same
place
at
the
same
time
and
then
take
them
home
again
and
that's
sort
of
the
problem
that's
been
identified
here
and
and
that
that
life
isn't
like
that
anymore.
E
And
I
think
that's
that's
one
of
the
things
we
which
we
do
need
to
look
at
and
there's
different
ways.
We
talked
about
demand,
responsive
transport
and
something
sort
of
flexible
type
of
operation.
E
We
also
need
to
look
at
ticketing,
because
if
people
need
to
make
journeys
in
different
legs
to
to
to
go
to
child
care
or
or
or
or
other
sort
of
things
that
they
do
during
the
day,
then
it
shouldn't
be
life
by
having
to
pay
more
just
because
they're
getting
on
and
off
the
bus
more
than
more
than
once
either
way.
E
And
it's
those
sort
of
things
we
need
to
get
into
as
well
as
actually
understanding,
maybe
a
little
bit
more
about
where
people
are
going
to
and
the
sort
of
locations
of
the
things
that
they
need
to
do.
And
so
it's
it's
a
little
bit
of
a
identification
of
an
issue
and
a
problem
and
to
try
and
sort
of
factor
that
thinking
into
the
finding
the
solutions
in
in
terms
of
our
more
immediate
things.
E
We've
we've
touched
on
the
ram
cloud
up
a
few
times
this
morning
and
it's
something
we
introduced
this
year
and
it's
having
some
some
some
interesting
little
sort
of
spin-off
benefits,
and
one
of
those
is
that
working
as
we
we
do
now
as
a
combined
authority
with
our
colleagues
in
the
police
and
crime
commissioners
office
we've
successfully
bid
for
some
money
and
we
will
incorporate
the
ability
for
people
to
use
the
app
to
report
problems
and
with
anti-social,
behavior
or
with
unwanted
attention,
or
some
of
the
things
that
people
that
people
do
experience
so
that
they've
got
a
way
of
actually
reporting
that
back
in
and
and
feeling
safer.
E
That
they've
got
a
reporting
mechanism,
so
we're
trying
to
tie
transport
things
up
with
with
safety
things
up
as
much
as
we
can
and
I'm
pleased
to
say
they.
What
we
have
done
is
is
brought
the
rail
to
refuge
so
scheme
into
the
bus
world
again
using
using
the
m
card
app,
where
the
the
various
support
organizations
that
help
people
who
are
fleeing
domestic
violence
can
simply
get
a
ticket
onto
somebody's
phone
so
that
they
can.
E
They
they've
got
a
bus
ticket
to
to
to
get
to
where
they
need
to
get
to
in
a
similar
way
to
the
rail
scheme
work
so
we're
trying
to
sort
of
join
the
dots
a
little
bit
on
some
of
these
issues,
but
we
probably
accept
the
fact
that
you
know
we
are
joining
the
dots
between
things
that
worked
in
different
silos
before
so.
It's
early
days.
L
Yes,
thank
you,
yeah
thanks
for
those
responses,
just
a
couple
of
comments
and
one
question.
L
I
think
one
thing
that
the
flexibus
does
do
is
ticks
the
boxes
in
terms
of
simplicity
and
there's
a
thread
isn't
there
through
the
whole
plan
about
making
ticketing
more
simple
and
and
bus
service
is
easier
to
use,
and
I
think
the
app
and
the
way
it's
ticketed
does
that.
So
I
think
that's
really
promising.
L
It
was
good
to
hear
that
you've
responded
to
the
joseph
rowntree
report
because,
as
both
of
you
have
said,
the
idea
of
taking
people
where
they
want
to
go
when
they
want
to
go
is
a
really
key
one
in
terms
of
getting
people
to
to
use
buses
and
then
just
finally,
you
mentioned
kim
that
the
flexi
bus
was
expensive
and
I
can
see
that
is
there
a
point
at
which
it
can
break
even
if
it
was
full
and
busy
and
used
all
day.
Is
that
a
possibility.
A
E
Kim
dave,
I
think
it's,
I
think,
with
some
way
off
that
to
be
honest,
and
it's
also
a
little
bit
somewhere
off
understanding
what
capacity
on
such
a
service
looks
like,
because,
obviously
it
is
demand
responsive.
It
does
reflect
it.
If
we
can
one
of
the
things
we
do
need
to
do
is
to
if
for
people
to
share
journeys,
we
can't
just
offer
a
sort
of
free
taxi
service
with
the
minimus.
E
So
we
do
need
to
find
ways
of
actually
getting
it
to
link
as
many
people
as
possible
if
into
one
journey,
and
that
way
we
start
to
obviously
generate
more
patches,
generate
more
funding
to
offset
the
revenue
cost.
But
I
don't
think
anybody's
made
one
of
these
services
and
I'm
playing
your
company
of
of
I've
tried
heroically
in
liverpool
and
other
places
to
do
this
anybody's
actually
made
them
the
sort
of
commercially
viable
is
probably
a
long
way
off.
E
I
think
what
council
groves
is
is
identifying
is
that
they
they
they
do
run
it.
It's
just
a
fairly
high
overhead
and
what
we
do
need
to
do
is
get
a
level
to
use
enough
to
to
bring
that
to
a
sort
of
sustainable
subsidized
level.
It's
probably
the
first
stage
to
do
that,
but
I
think
we
we
we
shouldn't
sort
of
identify
the
fact
that
the
other
day
you've
got
a
low
volume
service
and
we
still
got
paid
a
driver
the
same
as
you.
F
And
the
approach
I'll
probably
put
the
hands
in
the
head
when
I
say
this,
but
I
think
there's
there's
lots
of
conversations
around
drt
models
and
where
we
need
to
go
with
them
and,
like
I
said
we're
not
wondering
west
yorkshire,
so
they
will
really.
You
know
they
could
serve
areas,
but
we
need.
We
need
that
patch.
We
need
to
grow
and
I
had
a
compensate
well
an
email
exchange
because
really
want
to
work
with
the
nhs
transport.
F
They
could
save
a
lot
of
money
by
working
with
us
and-
and
you
know,
those
economies
of
scale
are
really
important,
but
in
terms
of
financing
something
between
between
a
transport
authority
and
a
health
authority,
especially
when
I've
already
got
members
from
weatherby
who
are
nowhere
really
interested
in
this
and
their
nearest
hospital.
I
think
they
moved
from
york
to
harrogate.
So
there's
got
to
be
those
conversations.
I
think
you
know
that.
That's
the
way
that
we
could
go
forward.
I
think
I've
said
today.
If
we
ca,
we
can't
feel
on
this.
F
A
I
So
I
was
wondering
what
would
be
the
impact
if
we
did
actually
start
putting
the
fares
off
or
the
percentage
increase
or
decrease,
and
how
would
we
go
going
forward,
obviously
doing
the
pandemics
we've
got
offers
from
bus
services
offering
a
pound
and
service
and
so
on
and
so
forth?
I
But
how
sustainable
is
that
and
the
other
question
is
for
gary
regards
currently
I
know
the
schemes
are
ongoing,
but
I
think
the
hedera
scheme
has
finished
and
what
are
the
bus
improvements
so
the
timing
improvements
have
been
seen
with
these
schemes
and
again
in
the
report.
It
does
say
the
highways
network
across
west
yorkshire
is
patchy.
There's
no
real
coordination
between
yourself.
I
F
Yes,
I
was
talking
about
transport
for
london
and
the
financial
difficulty
that
they're
in
and
pre-covered.
I
think
they
had
a
deficit
of
something
around
720
million
and
needed
to
invest
capital
into
new
rowing
stock
because
that's
part
of
of
the
deal
with
government
and
they
didn't
make
a
fair
increase
at
that
time.
So
the
report
that's
going
forward
is
about
the
deficit.
F
They've
got
now
the
challenges
they've
got
now
in
terms
of
maintaining
that
network
and
saying
that
they
may
have
to
reduce
that
network
in
terms
of
fares
only
my
personal
view,
obviously,
where
I've
worked
in
retail
for
19
years.
If
you
get
the
cost,
if
you
get
the
offer
right,
then
I
feel
you
will
drive
the
football,
and
I
am
I
am
you
know,
I'm
I've
really
been
interested
in
bristol,
where
I
first
did
flat
fairs
and
I
think
did
you
have
an
increase
of
13
paul
of
patronage
growth.
F
So
I
think
the
first
debate
is
that
we
have
to
get
the
fair
right.
If
we
get
the
fair
right,
the
people
will
come
and
that
is
the
same
with
real.
That
is
what
I'm
told
by
people,
and
we
have
got
to
get
that
model
shift.
As
a
country
we
have
to
get
people
out
of
cars.
It's
not.
You
can't
make
every
journey
by
bus,
but
significantly
you
know.
If
one
person
just
didn't
use
the
car
one
day
a
week,
then
we
probably
will
get
to
our
targets.
D
A
D
A
couple
of
questions
there
around
the
service
improvements
for
the
head
row.
I
haven't
got
any
figures
in
in
my
head
and
just
checking
to
see
if
others
have-
and
I
think
we'll
have
to
come
back
on
that.
If
that's
okay
and
we
can
feed
that
back
through
yourself's
chair,
there's,
there's
quite
a
an
extensive
monitoring
system.
D
That's
being
developed
around
liptip,
as
you
would
expect,
given
the
size
of
the
program,
and
there
are,
there-
are
ongoing
discussions
with
dft
about
what
that
baseline
should
be,
because
when
it
was
set
up
originally
or
thought
about
originally
back
in
sort
of
16
17..
D
That
was
one
position
and
obviously
then
covert
came
in
when
we
were
developing.
All
these
schemes
and
patronage
has
been
obviously
massively
impacted
by
that.
So
there
is
a
discussion
with
dft
about
what
our
baseline
figures
should
be
to
actually
show
improvements.
But
let
me
take
it
away
with
colleagues
and
we'll
come
back
to
you
with
what
we
have.
E
Yeah
yeah,
I
think
just
just
to
add
to
what
gary's
saying
I
think.
Firstly,
the
the
head
roll
works
in
some,
especially
partly
to
deal
with
the
disruption
that
that
used
to
occur
on
on
the
road
because
of
the
sort
of
conflicting
demands
of
of
road
space
on
on
there.
So
to
a
certain
extent,
it's
slightly
different
when
we're
looking
at
bus
bus
lanes
and
bus
priority
corridors.
E
That's
when
you
very
very
much
focus
on
the
in
reducing
journey
times,
whereas
in
a
city
center
it's
as
much
trying
to
even
out
journey
times,
so
that
there
isn't
that
level
of
of
disruption
that
sometimes
would
have
occurred
in
in
parts
of
the
city
centre
because
of
the
conflicts
that
occur
between
delivery
vehicles,
buses,
cars,
taxis,
etc.
E
So
and
and
the
other
thing
that
that
the
city
center
works
seeking
to
do
is
is
actually
making
it
better
for
the
bus
passenger
and
the
the
waiting
environment
as
well
so
and
the
walking
environment.
E
So
it's
it's
part
of
a
fairly
wide
set
of
objectives,
whereas
when
we're
looking
at
the
specific
corridors,
that's
when
we
very
much
focus
on
on
reducing
journey
times
and
and
and
and
and
measuring
that
and
again
we
we
are
in
slightly
unusual
circumstances
of
the
traffic
levels
as
well
to
be
able
to
come
to
any
firm
views.
D
I
think
the
other
comment
was
around
liaison
across
west
yorkshire,
with
highways
authorities.
Well,
certainly,
a
chief
officer
level,
there's
a
there's,
a
monthly
meeting
where
we
all
get
together
and
discuss
strategic
issues
at
a
more
local
level
network
managers
who
who
oversee
all
the
works
on
the
on
the
highway.
D
If
they're
impacting
a
cross
boundary,
then
I
would,
I
would
hope
that
they
are
talking
to
each
other,
and
I
would
expect
that
they
are
talking
to
each
other.
But
again,
that
is
something
that
I
I
probably
need
to
take
away
and
just
clarify,
but
I
I'd
be
disappointed.
If
that
liaison
wasn't
taking
place,
I
think
the
issue
will
be
more
about
well.
How
do
you
actually
remove
some
of
the
obstacles
that
are
there,
because
it
might
require
significant
capital
investment,
which
returns
to
a
comment
I
made
earlier.
I
Thank
you
chair
and
just
a
quick
one
on
those
questions
that
especially
the
game
regards
patronage
going
back
up
again,
as
council
brooklyn
mentioned
earlier.
How
do
we
expect
the
patronus
to
go
up
and
we're
looking
at
the
increasing
costs
and
obviously
you've
mentioned
fairs,
and
I
think
probably
ours
are
okay
in
west
yorkshire,
how
we
gonna
work
to
get
back
up
to
those
figures
of
2019
and
then
to
get
the
15
percent
plus,
as
counsellor
buckley
has
said,
that
have
we
got
a
plan
for
that
going
forward.
F
I
think
the
biggest
thing
is
building
back
confidence,
so
I
know-
and
most
people
who
use
the
bus
in
here
know
that
the
buses
are
cleaned.
Reversely
and
they've
got
a
fogging
system,
it
lasts
for
30
days
and
then
it
it's
done
again
and
other
operators
go
into
their
different
systems.
But
the
confidence
needs
to
come
back.
F
We
still
obviously
need
to
work
on
the
data
to
recognize
when
services
need
to
be
adjusted
because
the
peaks
are
looking
very
different
and
the
I
think
the
building
back
was
still
in
a
pandemic,
and
so
no
one
should
be
forced
into
any
situation
that
they
don't
feel
comfortable.
But
I
think
we've
seen
in
west
yorkshire
that
you
know
the
growth
has
been
on.
F
F
We've
got
the
basic
plan,
we're
hoping
to
get
a
significant
amount
of
funding.
We
can
work
with
the
operators
through
the
announced
partnership
on
shaping
that
fair
offer
for
young
people,
but
we've
already
started
the
work
with
young
people
and
long
term.
I
would
say
just
had
a
discussion
with
andrew
this
week
about
what
about
future
generations
and
how
do
we
get
investment
from
government
and
because
we
rely
on
a
lot
of
small
operators
to
take
our
future
passengers
to
school
and
they're.
Not
on
the
you
know
the
cleanest
buses.
F
F
It
was
mostly
the
concessions
that
I
hadn't
returned
and
we
that
was
interesting
because
I
think,
during
the
height
of
the
pandemic,
we
had
quite
a
of
the
people
who
had
concessionary
passes
traveling,
and
so
I
think
we
just
got
so
much
work
to
do.
F
I
can't
sort
of
articulate
how
much
work
we
have
got
to
do
in
terms
of
building
back
better,
but
it
will
be
being
smarter
and
the
leisure
market
is
growing.
So
we
need
to
capitalize
on
that
and
we
need
to
work
with
the
real
industry
and
the
integrated
ticketing
make
that
simple
and
but
we
still
need
significant
funding
to
put
back
the
routes
that
have
been
taken
away
into
those
communities
and
that
are
not
served
well
and
there's
many
right
across
west
yorkshire
and
because
the
demand
has
dropped
because
of
the
use
of
private
car.
F
A
G
Thank
you
chair,
so
I'm
new
to
being
a
counselor
as
well
as
being
new
to
this
scrutiny.
So
hopefully
this
question
will
be
really
simple,
so
dave
right
quite
near
the
start.
In
your
presentation,
one
of
your
slides
on
ames
was
said:
making
paying
for
bus
travel
more
affordable.
G
Does
that
actually
mean
making
fairs
cheaper
and
if
so,
how
are
you
going?
How?
How
are
we
going
to
measure
whether
we've
made
fares
cheaper.
E
I
I
think,
there's
two
aspects
of
the
affairs
element
one
is
is
making
it
both
simple,
but
actually,
I
think
was
mentioned
earlier-
reflective
of
people's
sort
of
lives
and
their
journey
plans
as
well.
E
So
I
think
in
terms
of
of
one
of
the
frequent
criticisms,
buses
and
the
bus
service
gets,
is
that
particularly
from
people
who,
who
don't
use
it
very
often
is
how
do
I
find
out
how
much
it's
going
to
cost
and
and
we
need
to
make
it
so
that
people
have
a
clear
understanding
of
how
much,
how
much
of
a
sphere
costs
affordabilities
is
a
is
an
interesting
question,
because
obviously
it's
relative
one
of
the
things
that
even
the
government
strategy
is
is
seeking
to
bring
fares
down,
and
it's
been
quite
quite
clear
that
you
know
we've
got
to
find
ways
of
of
increasing
demand
and
increasing
volume,
as
it
were
at
a
cheaper
price.
E
I
think
that's
a
challenge
that
we've
all
been
set
in
terms
of
how
to
do
that.
One
of
the
things
we've
been
talking
about
and
the
bus
service
improvement
plan
identifies
is
that
one
of
the
ways
of
doing
this
is
is
to
establish
a
maximum
price.
Anybody
will
pay
for,
however,
many
bus
journeys
to
make
in
in
west
yorkshire
in
the
day
and
then
we'll
look
at
how
fares
sit
underneath
that,
so
that
people
are
actually
buying
the
journeys
that
they
actually
want
to
make.
E
Whereas
you
know
people
are
opening
a
a
bus
fare,
they
don't
know
until
they've
asked
the
driver
and
not
quite
sure
whether
they
were
actually
being
offered
the
right
product
or
not,
and
that
sort
of
thing
so
to
certain
extent,
we'll
simplify
the
product,
we're
going
to
make
it
more
understandable
for
people
to
do,
and
we've
got
to
look
at
the
baseline
price
again
and
and
trying
to
keep
that
sort
of
you
know
in
in
a
place
that
makes
it
equivalent
to
to
to
the
other
aspects
of
cost
of
living
as
well.
E
So
I
think
we
all
also
have
been
set
this
challenged
as
to
how
to
to
make
fairs
more
understandable
and
for
people
to
feel
and
more
affordable.
G
Yeah,
thank
you,
and
it
wouldn't
be
that
simple,
but
it's
just
going
to
back
to
the
point
that
that
kim
made,
I
think
about
how
have
some
of
some
of
our
residents,
who
who
are
poorer,
are
paying
really
expensive
fare.
So
how
will
we
know
whether
we've
achieved
this
better
affordability
or
how
you
know,
however,
we're
describing
it?
I
get
the
nuances.
G
I
get,
the
the
limitations,
the
the
the
drastic
limitations
caused
by
you
know
like
funding
issues,
but
how
will
we
know
whether
we've
made
it
more
affordable,
cheaper
for
people
generally
within
west,
yorkshire
or
or
more
particularly
within
leads.
E
I
I
guess
one
obviously,
the
numbers
of
people
traveling
and
and
where
they're
traveling
to
and
from
is
one
indicator
that
that
we
would
want
to
use
and
and
obviously,
if
we
can
increase
the
number
of
people.
Traveling
then
must
be
doing
something
like
that
space.
I
think
we
also
do
need
to
do
a
lot
more
work
in
terms
of
tracking
the
cost
of
bus
fares
against
other
other
aspects
of
cost
of
living.
E
To
make
sure
that
you
know
one
of
the
criticisms
that
we've
all
been
given
by
government,
even
in
the
in
the
national
bus
strategy,
is
the
graph
that
shows
how
bus
fares
have
have
have
gone
way
ahead
of
inflation,
and
I
think
one
of
the
the
thinking
that
we
we
all
need
to
to
have
now
is
that
it
it's
no
longer
a
case
that
you
just
try
and
get
the
best
amount
of
money
you
can
from
a
limited
number
of
people.
I
think
the
philosophy
has
got
to
change.
E
We
need
more
people
to
travel,
and
in
doing
so,
we've
got
to
make
the
price
attractive
for
them.
To
do
that,
so
I
think
it
is
changing
that
sort
of
philosophy,
but
your
question
really
is
about
how
we
measure
that,
and
I
think
we
we
as
we
we
put
out
in
the
service
improvement
plan.
We
need
much
more
sophisticated
ways
of
measuring
things.
I
think
public
transport
industry
in
the
past
has
simply
counted
people
and
counted
the
money.
E
B
I
think
you
chair,
I
just
want
to
make
a
link
between
the
cost
of
fares
and
the
reason
for
bus
priority
so
boiling
it
down
to
a
really
simplistic
basis
that
the
the
quicker
we
can
make
bus
journeys
the
more
attractive
they
are
if
we
can
compare
even
better
car
journey
time,
but
also
the
if
we
can
reduce
the
number
of
buses
in
the
cycle
or
even
better,
maintain
the
same
buses
in
the
cycle
with
more
passengers
on
then
again
that
makes
fares
affordable.
B
So
congestion
does
have
a
direct
link
on
the
cost
of
providing
buses,
and
I
can
think
of
a
couple
of
examples
close
to
close
to
my
home.
I
don't
live
in
west
yorkshire.
Personally,
where
my
bus
route,
the
bus
operator,
has
increased
as
added
four
buses
into
the
cycle
to
maintain
the
same
time
table
with
at
the
time
the
same
phase
so
again
when
bus
operators
are
having
to
manage
that
increased
level
of
cost
for
bus
time
tables
for
bus
services
to
be
so
again,
I'm
sure
there's
dozens
of
many
west
yorkshire
examples.
B
So
so
the
work
we're
doing
with
gary
the
work
that
we're
doing
with
local
authorities
to
speed
up
buses
is
absolutely
crucial
and
there
is
a
very,
very
dire
link
between
making
buses
faster,
more
tractable,
prioritized
and
keeping
fairs.
Though.
F
I
think
it's
gonna
be
realistically
probably
a
couple
of
years
before
we
get
the
true
measure
of
success
and
to
say
that,
because
we've
just
gone
for
a
whip
tip,
which
was
a
173
million
gary,
and
that's
already
proving
to
me
just
exactly
what
andrew
said.
So
the
electric
pack
and
ride
at
sterton
feedback
we've
had
from
customers
and
that
base
will
totally
grow
will
be
100
successful.
F
They
used
to
have
a
30-40
minute
journey
into
leads.
It
now
takes
15
minutes.
It's
just
completely
transformed
and
I've
used
that
on
on
several
occasions,
and
I
think
in
terms
of
the
work
that
we
we're
just
going
into
in
the
enhanced
partnership
is
really
crucial
for
west
yorkshire.
It's
got
to
be
a
you
know.
To
make
this
partnership
work,
we
have
really
got
to
deliver
on
on
fairs
and
why
I
mentioned
bristol
the
flat
fest
the
two
pound.
F
We
instantly
got
an
eighty
one
percent
return
on
that
we've
launched
this
60p
ticket
got
91
of
young
people
using
public
transport,
but
the
the
pain
is
going
to
be
that
we've
never
had
as
many
as
funding
wise
as
much
funding
going
out
in
west
yorkshire
on
infrastructure
because
of
transforming
cities
and
that
causes
problems.
It
causes
congestion
and
even
more
so,
if
we
get
a
tram
we're
going
to
have
roads,
you
know
the
routes
that
I
will
have
to
be
double.
F
So
it's
going
to
take
time
to
to
get
to
that,
and
I
think
we
really
need
to
be
clear
and
the
public,
I
think,
we'll
see
the
benefits
of
whip
tip
has
been
acknowledged
and
across
the
country
as
being
a
major
success
in
terms
of
delivery
and
will
make
a
difference
to
people's
journeys.
I
think
it's
a
lot
of
different
components
that
really
we
need
to
look
at
so
I'll.
F
Give
you
one
example
that
we
have
got
to
really
try
and
resolve
had
some
work
done
when
I
first
came
into
this
role
of
a
young
person's
journey
from
their
postcard
from
their
door
from
bradford
to
leeds
city
college
and
the
journey
is
still
an
hour
and
a
ten
journey
there
and
back
so
we
have
got
to
make
sure
that
all
the
districts-
and
we
have
these
conversations
with
leaders
and
portfolio
holders,
actually
deliver
bus
priority
corridors.
As
andrew
has
said,
there's
got
to
be
a
segregation
on
routes.
F
Now
we're
never
going
to
be
able
not
to
make
every
journey
like
I
said,
but
actually
when
people
are
stuck
in
congestion
and
if
they
see
the
bus
going
past,
then
the
more
people
we
get
on
the
more
we
can
do
and
whether
we're
in
a
franchising
world
or
not.
You
have
to
grow
the
patronage
to
make
any
model
work
and
so
there's
a
lot
to
do.
A
Yeah,
thank
you
kim.
Thank
you.
For
that
perspective
I
mean
you.
You
made
the
point
earlier
about
the
experience
in
our
own
world
which
I'm
sure
is
replicated
across
other
disadvantaged
communities
with
low
car
ownership.
But
it's
not
just
the
price,
but
it's
also
the
connectivity.
Does
it
take
people
from
where
they
are
to
where
they
want
to
be,
and
the
best
example
really
are
the
number
of
people
who
will
share
a
private
hire
vehicle.
A
I'm
not
making
an
advert
for
private
hire
vehicles
to
go
to
morrisons
in
hunslep,
and
it's
cheaper
to
make
that
return
journey
than
it
is
to
use
the
bus
and
that's
absolutely
crucial
in
terms
of
addressing
an
issue
which
is
about
leveling
up
and
is
about
inclusive
growth,
but
just
moving
on.
Do
you
want
to
come
back
on
anything
other
lisa
right,
neil
I'll
bring
you
back
here.
J
Thank
you
chair,
and
it
was
just
going
back
to
the
the
lp
tip
and
specifically
the
park
and
rides,
and
I
wanted
to
ask
about
the
a
few
years
ago
we
were
told
we
were
going
to
have
a
park
and
ride
at
the
far
side
of
all
woodley
and
there's
a
public
consultation,
and
all
that
happened.
It
must
be
three
four
years
ago
now.
J
I
think
I
can't
remember-
and
I
know
this
was
put
into
the
into
the
future
now
in
addition
to
that,
there
were
also
going
to
be
changes
in
councillor
shazad's
ward,
in
in
more
town,
which
actually
affects
people
from
all
woodley,
probably
more
than
mortal
residents
on
king
lane
and
stone
gate
road,
which
is
acknowledged
to
be
a
major
blockage
in
getting
not
just
buses
but
any
kind
of
traffic
into
the
city.
J
And
I
wanted
to
ask
where
we
are
with
that,
because
on
page
whatever
it
is,
I
think
it's
25
or
it
might
be
another
another
25
yeah.
There
are
some
schemes
and
it
refers
to
the
final
scheme
and
this
scheme
isn't
on
that
list.
So
I
just
wondered:
has
that
gone
forever
or
when
might
we
be
able
to
expect
it?
Please.
D
D
There
is
still,
then,
the
question
of
actually
funding
the
implementation
of
that,
but
we
want
to
move
that
scheme
as
far
along
the
line
as
possible
so
that
that's
the
latest
position
with
that
one,
because
I
think
it's
really
important
that
we
have
a
facility
to
the
north
of
the
city.
Obviously
we're
well
served
in
the
other
areas
at
the
moment.
I
think
it's
important
that
we
explore
that
possibility
and
try
to
secure
funding
for
that.
D
King
lane,
I
mentioned
in
my
sort
of
brief
comments
right
at
the
beginning
of
this
meeting,
that
there
were
a
couple
of
schemes
that
we
were
trying
to
find
a
way
of
progressing
bringing
into
the
programme
starting
early
next
year
and
and
the
one
you
mentioned
is-
is
one
of
those
so
because
of
the
I
would
say,
very
careful
management
of
the
program
we
we
look
like
we
may
be
in
a
position
to
actually
move
those
on,
but
we're
just
double:
checking
and
starting
conversations
with
local
ward
members
about
details
of
the
of
those
sorts
of
proposals
to
make
sure
this
still
remains
local
support,
so
that
we're
then
able
to
make
a
decision
whether
to
bring
those
back
into
the
program.
J
Just
very
briefly
chair
so
just
to
confirm
then
gary
the
development
of
the
jewish
housing
scheme,
which
has
come
closer
to
king
lane.
That
will
have
no
a
detrimental
effect
on
the
on
the
bus
lane
and
so
on.
L
Thanks
chair
just
a
quick
one
kim
you
mentioned
that
manchester
on
year,
five
of
their
model
have
you
had
any
feedback
as
to
what's
working
and
what's
not.
F
And
I
know
it's
been
extremely
expensive.
I
believe
that
there's
still
a
legal
challenge
to
come
back
on
manchester,
so
to
actually
build
a
case
for
franchising.
F
You've
got
to
have
a
really
robust
evidence
case
that
is
audited,
and
so
we've
been
following
manchester
closely
and
we
don't
get
lots
of
information
from
manchester,
but
we've
also
been
working
with
liverpool
on
on,
what's
working
for
them,
so
yeah
and
I
think
if
they
did
launch
a
free
travel
for
young
people
and
then
I
did
see
some
media
coverage,
which
you
never
know
of
media
if
it's,
if
it's
true
and
that
they
may
have
to
look
for
funding
to
continue
that
offer.
And
but
I
think
the
operators
will
be
more
probably
cited
on.
A
Andrew,
I
will
bring
you
in,
but
could
I
just
clarify
because
one
of
the
big
selling
points
when
the
government
was
keen
to
force
areas
like
west
yorkshire
down
the
road
of
having
an
elected
mayor,
was
that
they
would
have
the
powers
to
introduce
franchising.
Whereas
if
you
didn't
have
an
elected
mayor,
you
had
to
jump
through
a
whole
series
of
hoops.
A
E
Yeah,
the
the
power
to
make
a
franchise
scheme
is
is,
is
a
mayoral
power,
so,
whereas,
under
previous
arrangements,
it
had
to
be
something
that
was
agreed
by
the
secretary
of
state
and
and
the
earlier
versions
of
the
the
bus
services
act
and
and
their
application
to
non-rare
authorities.
E
Is
that
that's
still
the
case,
whereas
it
is
the
mayor's
decision
ultimately,
but
I
think,
as
councillor
goes
as
has
said,
and
we
see
in
manchester
that
that
even
then
it
still
could
be
subjected
to
judicial
review
it.
There
is
a
lot
of
process
to
go
through
before
the
mayor
can
make
that
decision,
which
I
think
we
set
out
in
a
very
complicated
little
diagram
that
we
shared-
and
this
has
to
have
to
be
an
independent
audit
of
the
business
case
for
franchising
before
the
mayor
can
make
that
decision.
E
So
yes,
it's
it's.
It
is
a
mayor's
decision,
but
the
mayor
has
got
to
make
that
decision
with
the
audit
having
been
done,
a
public
consultation
having
been
done
and
has
to
do
that.
You
know
in
a
way
that
that
doesn't
give
rise
to
subsequent
judicial
review.
B
I
thank
you,
charles
just
also
going
to
bring
in
some
previous
experience,
where
I'd
previously
worked
for
nexus,
the
equivalent
to
weicker
and
in
time
and
where
and
under
previous
legislation
and
nexus.
At
the
time
I
was
there
was
part
of
this
tried
to
bring
in
the
quality
contract
regime
similar
to
a
similar
franchise
system,
and
again
it
has
very
similar
echoes.
B
There
was
five
years
of
work
on
that.
There
was
five
years
of
missed
relationships,
five
years
of
progression
that
was
lost
at
the
time.
The
traffic
commissioner
made
the
decision
that
was
thrown
out
at
the
time
by
the
relevant
traffic
commissioner
and
thankfully,
I'm
pleased
to
say
now,
I'm
busy
involved
in
that
work
in
the
northeast
to
bring
us.
Actually,
I
would
say
up
to
the
level
of
west
yorkshire
and
I've
made
the
point
in
this
committee
before
when
I
initially
came
into
the
role
covering
west
yorkshire.
B
As
a
stranger,
I
would
say
that
the
partnership
approach,
albeit
informal
at
the
time,
was
staggeringly
different
to
what
I'd
seen
elsewhere.
It's
it
it's
not
for
me.
I
I
make
colleagues
to
say
the
franchise
system
is
better
or
not.
That's
done
to
the
men
that
come
by
defaulty,
I
would
say
that
we
need
to
focus
on
outcomes.
B
What
do
we
collectively?
I
say
we
include
in
the
mayor
in
this.
What
do
we
want
to
see
out
of
the
bus
network?
How
do
we
get
there?
What
funding
can
we
access
from
government
to
get
there?
So,
to
summarize,
I
just
said
from
that
previous,
like
experience,
if
we
focus
on
the
outcomes
I'm
fairly
confident
we
can
reach
the
majority,
if
not
most,
if
not
all
of
them
quickly
in
partnership
and
working
with
the
enhanced
partnership.
A
Thank
you
andrew.
I
think
it's
fair
to
say
that
the
bar
for
quality
contracts
was
set
so
high.
It
gave
huge
opportunities
for
challenger
to
almost
every
juncture
which
I
don't
think
exists
in
the
new
system.
But
obviously
you
know
the
proof
of
the
pudding
will
be
in
the
eating
on
that
one.
Nicole,
did
you
want
to
come
by
okay?
A
Clearly
this
is
a
a
very
exciting
plant
and
a
wonderful
perspective
perspective
as
to
what
we
might
see
and
develop
in
future.
But
it
is
absolutely
predicated
on
finance
and
paul
has
said
in
the
short
term.
Finance
is
a
bit
uncertain
and
obviously,
in
the
longer
term,
the
front
loading
of
much
of
what's
contained
in
in
the
b
cip,
is
based
on
the
bid
to
government
and
going
back
to
kim's
comment
she's,
not
holding
her
breath
in
terms
of
whether
we
get
the
sum
or
just
part
of
it.
A
And
I
suppose
my
question
is
what
is
plan
b
if
we
don't
get
the
full
bid
or
anything
like
it,
I
mean.
Presumably,
we
have
to
go
back
to
the
drawing
board
and
prioritize
some
elements
of
the
plan.
Presumably
the
quick
wins
can
be
achieved,
but
then
beyond
that,
presumably
you've
got
to.
You
know
re-look
at
the
whole
thing
and
prioritize
elements
of
it.
F
Always
have
a
plan
b
always
in
this
job,
so
I
think,
in
terms
of
we
do
need
the
basic
funding
you're,
absolutely
right.
I've
we've
got
to
work
out.
What
we've
got
are
the
317
transforming
cities
fund
that
are
rolling
to
crsts,
because
the
government
were
quite
good
at
putting
the
back
end
of
tcf
into
crsts,
which
we've
got
we
we
did
get
million,
which
you
know
it's
a
significant
amount,
but
it's
about
working
out
those
figures.
F
The
readers
have
also
got
gain
share
so,
like
I
said,
there's
a
lot
of
big
decisions
to
be
made
and
I
think
in
terms
of
the
partnership,
because
we
have
had
support
from
the
operators
in
terms
of
the
zebra
bid,
that's
gone
forward
for
new
electric
buses
and
we
we're
confident
you
know
hopefully
we'll
get
far
in
that
process.
F
If
not,
we
just
have
to
keep
going
for
bids
which
can't
take
our
foot
off
the
pedal
and
we
have
to
work
collectively,
but
just
what
we've
done
in
the
last
year,
with
with
the
elliptic
funding
as
well,
it's
been
really
useful.
F
We've
launched
the
network
navigation,
a
tube
style
map
for
leads,
and
we
have
launched
ert.
We
are
rolling
out
network
navigation
right
across
west
yorkshire.
We've
had
the
young
people's
ticket,
we've
done
work
with
the
department
of
work
and
pensions
with
the
gifting,
and
we
there's
there's
so
much
work
going
on
at
weicker
the
infrastructure
plans.
We've
never
had
a
pipeline
of
bus
priority
priority
corridors
for
the
home
of
west
yorkshire,
so
we
need
to
deliver
those.
F
I
think
we've
been
shortchanged
with
the
irp
last
week
in
terms
of
the
rail
settlement
that
we
got
absolutely
so
we
don't
have
a
trump
system.
We've
been
not
by
backed
by
government
on
so
many
occasions
on
the
tram
system,
we're
working
on
the
mass
transit
system,
but
it
will
take
five
years
to
deliver.
People
cannot
wait
five
years
for
a
decent
public
transport
system
and
the
boss
is
the
solution
for
us
to
bridge
that
gap
if
they
want
to
actually
level
up
if
they
want
to
rebuild
the
economy.
F
If
they
want
to
build
that
better,
then
they
we,
we
just
need
to
keep
collectively
and
I
do
really
feel
supported
at
west.
Yorkshire,
because
the
leaders
of
all
parties
have
supported
all
the
bids
that
we've
put
forward,
we
collectively
have
to
continue
to
make
the
argument
for
bus
funding,
regardless
of
who
is
running
it.
The
customer
just
wants
a
decent
service
and
that's
not
a
lot
to
ask.
So
we
have
a
plan
b
and
we
will
do
what
we
can.
Okay.
E
Thank
you
just
on
the
sort
of
technical
detail.
If
you
like
on
on
the
funding,
as
always
in
local
government
in
particular,
we
we've
got
to
separate
capital
and
revenue
on
the
capital
side,
some
of
the
funding
for
for
doing
things
in
there
in
interest
infrastructure
schemes.
It
sits
within
the
city
region,
sustainable
transport,
settlement,
800
or
so
million
that
the
council
grows
just
mentioned.
E
So
so
there's
money
in
that
element
and
government
have
have
said
that's
where,
in
in
merrill,
combine
authorities
that
who
do
get
that
crsts.
That's
where
that
funding
will
come.
The
real
challenges
on
is
on
the
the
revenue
funding
element,
as
always
is
because
at
the
end
of
the
day,
bus
service
is,
is
something
which,
yes,
you
can
invest,
invest
in
in
infrastructure
for
football
services.
E
You
can
invest
in
buses,
but
the
the
operation
is
a
revenue
cost
and
I
think
we're
all
realistic
to
know
that
the
the
value
that
we
put
in
the
service
improvement
plan
is,
it
will
fall
short
of
what
we
can
expect
to
get
from
government,
but
we
we
do
expect
to
get
some
funding
and
we
do
expect
to
to.
E
As
you
said
to
to
address
the
quick
wins
and
to
to
do
to
do
what
we
can
as
a
sort
of
first
stage
of
doing
it,
what
we
do
have
with
the
service
improvement
plan,
though
I
think,
is
for
the
first
time
in
in
my
recollection,
we've
actually
put
a
number
against
our
ambition.
We've
got.
E
You
know
this
is
what
it's
going
to
cost
to
deliver
the
sort
of
service
we
want,
and
some
of
that's
funded
by
government,
some
of
that's
funded
by
local
government,
some
of
that's
funded
by
the
the
turnover
of
of
the
bus
service
in
terms
of
its
fares
and
revenues
and
and
and
offsetting
costs.
So-
and
you
know,
we've
got
we've,
probably
in
a
far
better
place
than
than
I
can
recall
in
terms
of
at
least
understanding
what
we
can
do
and
and
knowing
how
to
deploy
money
that
we
do
get.
A
Thanks
very
much
and
then
three
more
quick
questions
for
me
and
then
I'll
bring
this
discussion
to
a
close.
The
first
is,
reference
has
been
made
to
integrating
bus
services
and
rail
services,
but
we've
discussed
in
the
past
the
potential
for
buses
to
connect
local
communities
around
the
rail
network
to
bring
people
in
rather
than
the
moment
to
get
in
their
cars
to
drive
to
the
nearest
station.
I
mean
what
is
the
potential
for
that.
That's
my
first
question.
A
The
second
is
there's
reference
to
a
superbus
initiative
and
I
perhaps
overlooked
it,
but
I
couldn't
see
what
that
actually
meant,
and
my
third
point
is
about
the
fact
that
there's
a
zero
carbon
target
for
2036,
but
significant
progress
in
inverted
commerce
by
2013.
I
suppose
my
question
is
what
will
constitute
significant
pros
at
progress.
E
I'll
next
stop
the
bus
and
rail
integration.
I
mean:
we've
got
a
fairly
good
example
in
in
this
region
of
something
we
want
to
do
more
of,
because
we've
always
sort
of
linked
ottley
with
winston
rail
station
and
and
used
that
as
a
way
of
of
enabling
people
to
travel
the
two
miles
or
so
from
from
motley
to
connect
the
rail
station.
We
need
to
do
more
of
that.
E
It's
not
without
its
challenges,
integrating
buses
and
trains
in
the
sense
that
you've
got
to
to
do
it
right.
You,
you,
you've,
got
to
sort
of
you've,
got
a
timetable,
that's
fixed
by
the
the
the
rail
network,
which
imposes
certain
constraints
on
how
how
you
can
run
your
bus
to
it,
but
we
can
do
more
of
that
sort
of
medicine
station
type
of
of
of
of
initiative.
E
I
think
in
in
in
that-
and
I
think
that
this
there's
more
to
to
go
on
in
terms
of
how
we
could
do
a
better
integration,
not
just
between
bus
and
rail,
but
one
of
the
things
that's
in
the
in
the
plan
is:
is
this
concept
of
mobility
hubs?
E
Hebton
bridge
is
a
good
example
of
another
place
where
we
were
in
buses
to
trains,
but
we
also
have
other
things
and
we,
you
know
we
want
to
to
develop
to
hampden
bridges
as
further
as
a
sort
of
place
where
people
can
walk
cycle,
catch
the
bus
and
and
link
to
the
the
rail
network.
So
there's
there
are
lots
of
of
things
to
to
address
that
that
we're
not
doing
at
the
moment.
E
Transport
sort
of
concept
that
it
was
running
with
just
before
the
pandemic,
and
it
run
a
bit
of
a
competition
for
for
for
for
local
authorities
and
and
bus
operators
to
bid
to
and
and
that
sort
of
didn't
didn't,
didn't,
go
any
further
because
of
the
pandemic.
They've
re
invented
or
reintroduced
it,
and
essentially
what
we've
done
with
with
colleagues
around
the
table
is
is
to
say
well
actually,
if
we
were
to
to
to
particularly
focus
on
on
towns
and
and
and
and
sort
of
localities
rather
than
cities.
E
If
we
were
to
focus
on
and
improving
the
bus
network
in
in
those
areas
on
a
sort
of
jointly
funded
risk
and
reward
sort
of
basis.
So
we've
got
some
ideas
as
how
to
do
that,
and
that
and-
and
there
may
be
some
of
the
early
things
we
we
do
and
and
particularly
around
some
of
the
sort
of
secondary
towns
in
our
region
that
where
we
can
work
closely
to
to
support
local
economy
and
the
local
retail
offer
in
those
areas
as
well.
So
so
we're
working
on
that.
E
I
think
that
the
zero
carbon
is
well.
We,
I
think
was
mentioned
council
girls
mentioned
the
zebra
bid,
where
we
were
we're
at
the
next
stage
of
some
of
a
process
to
fund
120
or
so
electric
buses
that
takes
us
to
about
10
to
15
of
the
the
fleet
in
in
the
region.
E
So
there's
still
somewhere
to
go
in
setting
a
2036
time
scale,
as
as
government
has
done
in
other
ways
and
as
local
governments
done
in
other
ways
and
as
the
industry
has
done
in
other
ways,
it
sort
of
sets
a
process
whereby
subsequent
investment
in
new
vehicles
is
is
will
will
will
sort
of
get
us
there
with
the
the
sort
of
turnover
of
of
investment
being
in
in
in
new
worlds
of
of
fueling
the
vehicles.
E
I
think
it's
fair
to
say
that
the
current
model
that
the
government
have
is
to
say
well,
if,
if
bus
companies
investing
in
a
bus
anyway,
then
it'll
top
the
cost
of
of
that
bus
up
to
the
cost
of
an
electric
bus
or
or
hydrogen
bus.
The
zebra
bid
takes
that
step
further
a
little
bit
because
it
actually
funds
some
of
the
infrastructure
needed
charging
and
that
sort
of
thing.
E
But
I
think
I
think
we
all
recognize
the
fact
that
that
it's
still
a
little
bit
on
the
margins
of
a
big
investment
both
in
charging
or
in
hydrogen
infrastructure-
that's
needed
to
uplift,
all
of
all
of
the
bus
buses
in
in
any
region
to
to
zero
carbon.
So
this
there
are
there's
still
a
long
way
to
go,
so
this
plan
doesn't
set
out
exactly
the
the
the
sort
of
process
it
sets.
So
sets
an
aspirational
target
and
identifies
the
process
we
need
to
get
to
to
to
reach
it.
A
Okay,
thanks
very
much
dave.
Well,
thank
you.
Everyone
at
the
top
table
bottom
table.
However,
we
want
to
perceive
it
for
your
attendance.
I
think,
as
always,
we've
had
a
very
useful,
productive
and
informative
session
in
terms
of
updating
our
bus
inquiry
report
and
and
thank
you
and
then
enjoy
your
onward
journey
to
wherever
it
is.
A
However,
it
is
so
thank
you
very
much.
Everybody
right
takes
on
to
the
next
agenda
item,
which
is
usually
for
information.
I
don't
think
there's
anything
more
to
report
on
that
and
the
date
of
the
next
meeting
is
contained
on
the
agenda
paper.
So
thanks
very
much
everyone
for
your
attendance
and
your
input.