A new report from CoMoUK has gathered data on DRT schemes UK-wide. Jonathan Welch takes a look at its findings
DRT, or demand responsive transport, doesn’t have to mean minibuses of course. Just a few weeks ago, Climate Action Strathaven’s Mercedes-Benz Tourismo appeared in CBW. But in the vast majority of cases, DRT is provided by some form of minibus, often low-floor, usually wheelchair-accessible. And it’s become somewhat of a thorny issue among those within the bus industry, and those who comment on it.
In issue 1569, John Geddes suggested that it might not be the best solution in many cases, and backed up his arguments with figures from North Yorkshire’s YorBus operation. Roger French has also appeared in the pages of CBW, and his long-running and well-respected Busandtrainuser blog features regular forays on seemingly under-used DRT services around the country, putting them to the test on a scale that many others are unable to achieve.
Some have suggested that the idea is fundamentally flawed, and that carrying passengers on a bus with almost limitless route options at taxi fares can never be sustainable. Others believe that the ‘new money’ being found to support these schemes, many of which have ended once that initial glut of funding runs out, would be better spent on supporting fixed-route, scheduled bus services, whilst others fear that once such services have been replaced by DRT, they may never return if the DRT fails.
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