Rural Ireland won’t lose its ticket to ride

Rival operators will take up the slack if Bus Eireann cuts routes — and the taxpayer will save a small fortune, writes Sean Barrett

WE have received the first quantified proposal to stave off the insolvency of Bus Eireann. The company stated that it would save €1.1m by leaving three routes — Dublin-Derry, Dublin-Clonmel and Athlone-Westport. Leaving aside the recurring claims that the future of rural Ireland is again at risk, what might be the consequences of these changes?

Dublin-Derry has three operators. Ulsterbus has four services per day, McGinleys and Bus Eireann each have two. The low market share of Bus Eireann indicates that its passengers have ready alternatives. Those expressing concern for remote areas will be pleased that McGinley serves Inishowen.

Dublin-Clonmel has two operators — Bus Eireann with eight services per day and JJ Kavanagh with seven. Fears that rural Ireland risks isolation are allayed by examining their timetables. Bus Eireann serves Kilkenny, Callan and Grangemockler. Kavanagh serves these plus Kilsheelan, Castlecomer, Crettyard, Ballylinan, Athy, Kilcullen and Naas. There is no threat there of isolation when Bus Eireann leaves.

Athlone-Westport is served by two Bus Eireann services and four Irish Rail trains per day. Six towns on the route are served by both train and bus — Roscommon, Castlerea, Ballyhaunis, Claremorris, Castlebar and Westport.

What about the small villages on the road to Westport? Is there anyone willing to serve them? Happily, the answer is yes. The National Transport Authority knows the answer because last October it successfully prosecuted a bus operator providing just that kind of rural service.

An independent operator licensed to serve the Galway-Westport route was asked to stop at Partry by a passenger. An undercover NTA official spotted the passenger alighting and successfully prosecuted the bus operator at Belmullet District Court. The fine on the bus operator for allowing the Partry passenger to alight before Westport was €200. However, Judge Conal Gibbons said “he could understand why in rural Ireland a bus driver can feel compelled to stop if someone asks”.

If a passenger with a ticket to Westport wishes to leave at Partry does the law require the driver to compel the reluctant passenger to remain on board for an extra 25 minutes? If we have a cherished goal of a bus service to rural Ireland why would we compel a passenger for Partry to go on to Westport?

The court report happily notes that the operator concerned has since been allowed to serve Partry to Castlebar. Presumably it is now possible to alight from the Galway-Westport bus at Partry and choose not to take the onward bus to Castlebar without a subsequent prosecution?

There are 9,259 licensed large public service vehicles registered on our roads, twice the 1992 figure. The potential for more and better services is being realised as we move away, albeit slowly, from monopolistic thinking. The Dublin Bus/Bus Eireann fleet engaged in Public Service Obligation work has 1,375 vehicles. The commercial bus operators on licensed routes have a fleet similar to the PSO fleet and overwhelmingly are located outside Dublin operate without subsidy, and serve villages and small towns. The remainder run group services in rural areas and have a large number of vehicles available should the State wish to allow them to expand into bus transport for individuals.

Dublin-Derry and Dublin-Clonmel replacement bus services will be seamless. The Athlone-Westport route should also attract new operators as the eccentric aspects of the case of the Partry passenger are resolved. By leaving the three routes Bus Eireann saves €1.1m a year and gets to allocate its resources to better uses. The market becomes more dynamic and taxpayers save money. This was a good start. Bring on the next list.

‘The potential for more and better bus services is being realised’