What does Mark Hopwood see as being the biggest obstacles at present to a closer integration between train and bus services at, not just main stations in the GWR region but for the smaller ones too?  If given "Transport King For The Day" status with absolute power, what decrees would he issue to create the necessary conditions for this?

 
We are working with colleagues who operate other transport links into our stations.  Where possible we are building on existing relationships and looking at opportunities to create new ones. 

For the December timetable change we are looking at running several pilot schemes in all three regions to enhance visibility of key local bus services that serve our stations and go into local communities.  This will include an online tool that will include a bus and train ticket. 

We are keen to develop intermodal solutions with our partners such as First Bus and introduce a joint smartcard.

We will make links more visible to buy one ticket for whole journey.  For example, at Didcot Parkway we are working with Thames Travel to enhance the customer experience by installing a ticket machine and additional real time information screens. 

We know that a large proportion of GWR customers use bus services to access our rail network and I am proud to see the quality of interchange we have at stations like Didcot Parkway, Oxford, Bristol TM/PW and St Austell although I recognise we have more to do and that frequency of services is also a key issue for customers. Many people talk about what has been achieved in some European countries such as Switzerland and Netherlands and I accept this provides a good model in many respects. Some of our stations have interchange arrangements as good as you would find there – such as Didcot Parkway. I recognise other GWR stations such as Maidenhead and Swindon need more work jointly with the local authority.

As the questioner suggests, it is ultimately a matter for government to determine how bus and rail will be integrated at a strategic level.

 
As regards the quality of bus/train interchange, what about Taunton, down side.
I have previously complained about the practice of leaving the ticket barriers shut and not manned. The help point operator said the use the up side exit instead, by which time the bus had departed.

The most recent improvement at Taunton has been to close the down side exit until further notice. The stopping point for the 28 bus towards Minehead is now random, sometimes by the now closed down side exit, sometimes elsewhere.

 
That sounds a fair point on Taunton and access from the down side. I am going to review with my team but what you say makes sense to me.

 
Don't forget Taunton station is currently being rebuilt back to front, so the down side will become the main entrance and the 28 will depart from the forecourt again.

 

I know, but meanwhile; no exit from the down side. Long detour required via lift and subway to the up side in order to then return via the main road, to find that the bus has left.
If this closure is unavoidable, then clear signage is needed, and a clearly defined new stopping point for the bus, together with checks to see if the bus does actually go to the new bus stop.
Some of the buses to Minehead seem to stop in the main road "outside the snooker club that was knocked down a few years ago" others stop by the now locked down side exit, and others leave from the up side.

 
I note both of these are now installed.