Bus Services (No. 2) Bill [HL]

Baroness Pinnock Excerpts

Committee stage
Thursday 13th February 2025 Grand Committee

[Lord Berkeley (Lab)]

My Lords, I rise to speak to my Amendment 62. The amendment from the noble Baroness, Lady Pidgeon, to which she has just spoken, is a very relevant one, and I think I spoke a little bit about it previously.

I suggest that it is important to know what we mean by public transport. This buses Bill is a great development of that, because it is designed to take people who do not have cars, or perhaps do not want to use cars, to shopping, to doctors and hospitals, to visit friends and relatives or whatever—to get around for communication. Of course, as the noble Baroness, Lady Pidgeon, said, it is just as important in the rural areas as in the cities.

One element that I have discussed briefly with my noble friend the Minister is if people cannot get across because there is water in the way. Some of the water has bridges; some does not. Some has big ferries and some has small ferries, and, of course, many of the bridges are tolled. The River Tamar has a tolled ferry and bridge combined. The toll is not very high and you pay it only one way, which is interesting. There are smaller river crossings in Cornwall and many other places where people pay a few pounds to get across. Many people moan at the cost, especially if the tolls are private-sector operated, but they have to cover their costs and most of them are pretty reasonable.

There is a big campaign at the moment about the cost of ferries to the Isle of Wight. There are several of them, as noble Lords know. I do not express an opinion on the campaign or the cost, but people are suffering from an unreliable service, which affects them going to work, college, hospital and so on. For a big population—it is probably more than 100,000—that is quite significant.

On the Isles of Scilly, where I live, there are only 2,500 people but they still have to get to hospital and go shopping when the shops on the islands do not provide what they want. The costs there are pretty mind-boggling. In the summer, you cannot get from the mainland to the Isles of Scilly for less than £100 single. For some people, such as those on the national minimum wage, that is quite significant. If you want to fly, which has the added advantage of being a bit quicker—although it does not like the fog very much and so gets cancelled quite often—the cost sometimes goes up to £150.

This may be a situation where there should be some kind of public service obligation for a ferry, which is probably the cheapest and most reliable form of transport, but the ferry does not go in the winter. You can go on a jet boat, which carries 12 people and takes a couple of hours. If it is not bumpy, it is quite comfortable; if it is bumpy, I leave that to noble Lords’ imagination. Something needs to be done to provide some kind of reasonable public service for the 2,500 people who live on those islands and many others like them.

My Amendment 62 is designed to ask my noble friend to produce a report within six months. I am afraid he will be busy if he accepts all these amendments, but I would very much welcome some response. This is a problem for people who have less access to what is properly proposed in the Bill, which I very much support.

[Baroness Pinnock (LD)]

My Lords, this is an eclectic mix of amendments. My Amendment 53 focuses on effective governance arrangements, which are key to an effective transfer of powers to local transport authorities, leading to effective delivery of these significant and welcome changes to improve public bus services. The Government’s devolution proposals to create strategic authorities will, I presume, transfer responsibility for bus services from the existing arrangements to these new authorities. At the very same time, those areas of England with a two-tier system of local government will also be undergoing major changes as district councils are abolished and unitary councils are created.

Together, these reforms will result in considerable change in the administration of both local governance and elected governance, decision-making and accountability. Clearly, this is also happening—all three things together—at a time when the responsibility and accountability for public bus services occur and major powers are transferred to local transport authorities. Hence Amendment 53 in my name, which is there to probe what consideration the Government have given to providing guidance and support to those areas of local government that are subject to these significant changes.

Can the Minister share any insight into the arrangements that will be put in place to support councils during this transformation of their local transport responsibilities? For example, it is often necessary to aid effective change with initial additional resources, whether funding or access to experience and knowledgeable advice. The measures in the Bill will transform public bus services but, in my view, what must not happen is transformational change failing or being beset with difficulties for want of preparation on the governance side of the equation.

I feel quite strongly that this is an important area of the change that will take place but that it has perhaps not been given sufficient thought in the Bill, as it is presented to us. I look forward to the Minister’s response.

[The Lord Bishop of St Albans]

My Lords, I rise to speak in particular to Amendment 49 in the names of the noble Baronesses, Lady Pidgeon and Lady Grey-Thompson, and the noble Lord, Lord Hampton, as well as Amendment 78 in the name of the noble Baroness, Lady Jones of Moulsecoomb. I remind the Committee of my interests as president of the Rural Coalition and a vice-president of the LGA.

The purpose of these amendments is to ensure that the Bill works to the benefit of rural communities. Transport in rural areas—and, often, the absence of it—has been a persistent problem. Poor service planning in rural areas, cuts in services and ill-considered centralisation have been repeat offenders, and we must make sure that the Bill does not miss the opportunity to improve things. While other government departments carry on planning their services based on urban delivery models, the costs they save by doing so are passed on to the providers of rural transport or rural individuals themselves.

Rural transport cannot be left to the market alone, even where there are state-directed requirements for socially necessary services to be taken into consideration. Franchising has the potential to be a solution to the rural public transport problem, but it must include cross-subsidy between rural and urban areas, and seasonal cross-subsidy when visitor income can be used to support wider community needs. It is vital that the requirement in the devolution White Paper not to leave orphaned rural areas off the map of strategic authorities also applies to bus franchising.

When and if bus franchising is done right and rural public transport can be meaningfully relied on by residents, it is a step towards enabling the rural economy’s productivity to increase and for it to make the contribution it is capable of towards national growth. Without tackling this, it will continue to lag behind. The Rural Coalition, of which I am president, recently published a Pragmatix report looking at the huge untapped potential of rural areas in contributing to the economy of our nation. But we need to get certain things right, of which transport is one.

For these reasons, it is not only prudent but urgently necessary that the Bill includes requirements to produce a rural impact assessment, as outlined in Amendment 49 from the noble Baroness, Lady Pidgeon. Government policy has an unfortunate track record of not appearing to rural-proof things properly. I have pressed the Minister in the Chamber on this a couple of times recently, asking for help on the strategies and matrices being used by government departments on rural-proofing. So far, I cannot get any information on that. This amendment, alongside Amendment 78, would help us move forward.

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[Lord Snape (Lab)]

My Lords, it is impossible to disagree with the amendment that the Committee is discussing. We have heard the usual comprehensive proposals from the noble Baroness, Lady Pidgeon. I rise only to ask that if she is not happy—and none of us could be happy about the decline in rural bus services—how can that decline be reversed and who will be responsible for reversing it? Presumably, the Government will be expected to adequately fund the sorts of services that the Liberal Democrats and the right reverend Prelate envisage. We all know that is not going to happen in the short term. No doubt, it will enable the Liberal Democrats to blame somebody else—

[Baroness Pinnock (LD)]

We have not blamed anybody. That is not fair.

[Lord Snape (Lab)]

Well, life is not fair. These are the realities of running bus services. I just remind the noble Baroness who accuses me of not being fair that I used to chair a major bus operator. It was employee-owned for much of the time and faced the same financial constraints and problems under the coalition Government—of which, if I remember rightly, the Liberal Democrats were a part.

[Baroness Jones of Moulsecoomb (GP)]

Stop being snide. I am sorry—I should not intervene, as I came late.

[Baroness Pinnock (LD)]

As far as I have heard on this third day in Committee and at Second Reading, there has been a majority consensus for the Government’s proposals. What we are trying to do is to draw out those issues that we hope the Government will be able to address. One, as we have heard this afternoon, is rural bus services—and, indeed, access for island services. Equally, we understand that that will probably mean more funding. We had a debate on that on an earlier day in Committee. This is not about criticism or blame; it is about pulling out the issues.

[Lord Moylan (Con)]

I wonder if I could interrupt the noble Baroness to say that I hope that she realises that this Bill does not give the Government powers to run bus services. The whole point of this Bill is to give powers to local government to run bus services. When she says, “We want the Government to address these issues”, it is unclear to me to what she is referring. If she says that she wants the Government to provide funding to address these issues, that is fine, but if the funding is to be specific and hypothecated to particular purposes—say, to the crossing of bodies of water or certain rural services—then what is the point of giving the powers to local government? They should be making those decisions, wherever the funding comes from. I find the Liberal Democrat position on these provisions very difficult to follow.

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Moved by

[Baroness Pinnock]

54: After Clause 27, insert the following new Clause—
“Training programmes on provisions in this Act and their impact on local transport authorities(1) Local transport authorities must establish and maintain training programmes to ensure staff and relevant stakeholders are informed of the provisions in this Act and their impact on the powers and responsibilities of local transport authorities.(2) Such training programmes shall—(a) provide a comprehensive overview of relevant legislative provisions in this Act,(b) focus on the practical application of these powers in policy development, planning, and service delivery, and(c) ensure compliance with legal obligations and promote effective decision-making.(3) Training must be made available to—(a) elected representatives overseeing transport functions,(b) officers responsible for the implementation of transport policies, and(c) any other individuals or organisations directly involved in delivering transport services.(4) Local transport authorities must review and update the training programmes regularly to reflect changes to this Act. (5) Authorities must publish a summary of the training programmes and participation rates annually to ensure transparency and accountability.”Member's explanatory statement
This amendment requires local transport authorities to develop training programmes to ensure staff and stakeholders are informed about the provisions in this Act and their impact on the powers and responsibilities of local transport authorities.

[Baroness Pinnock (LD)]

My Lords, I remind the Grand Committee at this stage that I am a serving councillor.

The changes proposed in the Bill, as we discussed earlier in the amendment on governance, will require councillors serving on local transport authorities to make a range of decisions—the noble Lord, Lord Snape, was able to list some of them—that are currently not within their purview. That is positive. It will mean that democratically elected representatives will make the essential funding decisions that underpin bus services. It enables transparent decision-making and, in turn, that enables local people, as taxpayers, to question those decisions.

Creating an open, transparent and accountable process in the bus franchising system is essential. Local transport authorities are not used to operating in this extensive way. What LTAs do now is to try to support as best they can some socially vital services when bus companies say that they are not profitable. When the measures in this Bill are enacted, the role of the LTAs will change considerably. There will be major decisions to take on the shape of bus services and the balance of provision between running profitable routes and providing a public service option for smaller communities, as well as consideration about services at night, in early mornings and at weekends. Given that none of those serving on local transport authorities is likely to have had extensive experience of the new franchising arrangements, ensuring that a training programme is available for all involved is important.

Now I come to the more radical bit. Amendment 54 in my name seeks to go a step further and require mandatory training for councillors and staff, particularly councillors serving on local transport authorities. Councillors currently serving on planning and licensing committees are making decisions within a legal framework. Exercising that responsibility within that framework while raising the concerns of the people they serve is not straightforward. Many councils, mine included, have a mandatory training requirement for any councillor who serves on a planning or licensing committee. That has helped to raise the standard of discussion, debate and decision-making. Not every council has a similar training requirement for those committees, but doing so helps everyone to focus attention on the choices available, rather than simple opposition, which, when operating in a legal framework, is often unsuccessful.

There will be many difficult and challenging decisions to be made by local transport authorities as they seek to balance routes, rural routes, fare prices, congestion and time-tabling reliability. A lot of that is within a legal framework. Therefore, an extensive training programme would benefit those sitting on those committees and help those making those difficult choices to do so in a way that they can respond to effectively when they are challenged about why they have made a decision. There will be a lot of that, I think: “Why haven’t you got a rural route for me?” or “Why haven’t you cut the fares?”. If there was that training, it would be the background for them effectively to explain the decisions that have been made. Given that, I hope that the Minister will carefully consider the merits of the amendment. I beg to move.

[Baroness Grey-Thompson (CB)]

My Lords, I will speak to Amendment 55 in my name and that of the noble Baroness, Lady Brinton. I tabled this as a probing amendment to continue the discussion on training to help to improve it and to try to mitigate the failures. I realise this is a rather generic amendment and lacking in much detail, but it is about getting the widest possible number of people to understand the impact on a disabled person of not being able to get on a bus.

I receive a number of emails every month from disabled people who are unable to access a service. It may be due to a broken ramp, although the bus should not leave the depot if the ramp is not working. It is also hard to get any traction on complaints, and a lot of disabled people feel that their issues are simply not understood. The issue with the space between wheelchairs and buggies is ongoing. I have experienced it myself, regardless of the High Court case of FirstGroup plc v Paulley. That does not seem to have moved things on as much as I had hoped. Then there is the issue of visually impaired people who have guide dogs, and understanding the space required for them is really important.

I recognise that a whole pile of training already happens, but I think it needs to be better. The impact of a disabled person not being able to get on a bus leads to isolation. In many cases, it is not possible for them to rely on taxis or other unsustainable modes of transport. You might be okay with taxis in a big city where they are accessible, but in lots of places around the country they are not. I probably receive emails every month from disabled people who have been refused access to taxis or charged more because of their impairment. Fewer disabled people are able to drive. Twenty-eight per cent of disabled adults live in a household without a car and only 61% hold a full driving licence, compared to 80% of non-disabled adults. This is why buses are so important.

I already mentioned how hard it can be to get redress. It is very hard to complain to the driver, especially if they just drive off, having refused access. It is also really hard to complain to the companies. They will often give an apology, but that does not fix the issue of somebody not being able to get on in the first place.

I am really interested in looking at what we can do to improve the quality of training. As an aside, I am chairing the Aviation Accessibility Task and Finish Group for the Department for Transport, and training is the number one thing that we are looking at. We are not at the point of writing up our recommendations just yet, but we are exploring raising the bar on standards and ensuring it is equally delivered across the country.

I realise the vagueness of my amendment is probably not helpful, but I look forward to continuing the discussion about how we can make it more possible for disabled people to have the same experience as everybody else.

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I understand and share the noble Baronesses’ views on the importance of policymakers understanding the rights and needs of disabled people—and, indeed, understanding the provisions of the Bill when it is enacted. I would be happy to explore further with them how we can use our existing channels to broaden that understanding. I hope that my comments have provided reassurance that the department is committed to ensuring that local areas are fully able to grasp the opportunities presented by the Bill; and that the noble Baroness, Lady Pinnock, will therefore agree that her amendment is unnecessary.

[Baroness Pinnock (LD)]

My Lords, I thank all noble Lords who have taken part in this mini-debate. In particular, I thank the noble Baroness, Lady Grey-Thompson, for her important amendment; again, it rightly raises the issue of access for those with disabilities. I always think that if we get access for people with disabilities right, we get access for everybody right. The noble Baroness has placed an important amendment before us to make us think about that.

In my councillor role, at the moment, I am trying to help a resident who is in a wheelchair. There are three wheelchair users on her estate and only one can get on the bus at any one time, so she is unable to get the bus if they are there at the bus stop; she has to wait another hour to get a bus. Somebody said to her, “Well, get a taxi”. As the noble Baroness, Lady Grey-Thompson, will know, the answer is frequently no. There are no accessible taxis in my town, so that resident is stuck. We need those issues to be at the forefront of this debate, which is why the training is so important; otherwise, we will get it wrong. That would be both a terrible mistake and a loss of an opportunity.

I thank the Minister for his reply. I can understand why he stepped carefully around the issues of local government requirements and training for those on local transport authorities. I thank him for saying—sort of—that he will think about this. I hope that he will, because better decisions are made when folk understand the parameters within which they are operating. With that, I beg leave to withdraw my amendment.

Amendment 55 (to Amendment 54) not moved.

Bus Services (No. 2) Bill [HL]

Baroness Pinnock Excerpts

Committee stage
Tuesday 28th January 2025 Grand Committee

Moved by

[Baroness Pinnock]

4: Clause 9, page 6, line 2, at end insert—
“(A1) Section 123B of the Transport Act 2000 (assessment of proposed scheme) is amended in accordance with subsections (A2) to (A4).(A2) In subsection (2)(a) omit “and”;(A3) After subsection (2)(b) insert “, and(c) assess the adequacy of central government funding to support the provision of bus services under the scheme.(2A) The assessment under subsection (2)(c) must include—(a) an evaluation of whether available funding is sufficient to meet the projected costs of the franchising scheme, and(b) an analysis of the funding required to maintain or improve service levels across all affected communities.”(A4) After subsection (6) insert—“(6A) An assessment under this section must be made publicly available and submitted to the Secretary of State.””

[Baroness Pinnock (LD)]

My Lords, I remind the Committee of my local government interests as a councillor and a vice-president of the Local Government Association. Extending bus franchising to all of England is a principle that we Liberal Democrats support. The consequences of the deregulation of bus services in the 1980s have been catastrophic for some, particularly rural communities. For those in urban areas like my own, the result has been a relatively good service on main bus routes but a steadily declining one elsewhere. Bus services in the evening are often non-existent, even in small towns, and early morning and weekend services have been steadily curtailed.

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[Lord Hendy of Richmond Hill (Lab)]

I thank my noble friend for his intervention. The real security in this—at least for passengers, and indeed for local transport authorities—is actually with the traffic commissioners. We will no doubt come to this later on in another of the amendments from the noble Lord, Lord Moylan. In fact, the process that my noble friend referred to is an elegant example of where the activities of the Driver and Vehicle Standards Agency, if followed up with the traffic commissioners, place a burden on operators to behave properly—to treat their staff properly and offer an adequate and safe service to the public. That mechanism of inspection by the DVSA and subsequent action by the traffic commissioners, should it be necessary, is a very elegant method of regulation. It is, incidentally, also strongly supported by the industry at large.

Amendment 34, tabled by the noble Baroness, Lady Pinnock, would require local transport authorities to publish a review when proposing to create new by-laws under the provisions in Clause 21. The purpose of this clause is to address a current inconsistency that means only some authorities have powers to make bus by-laws. The requirement for a review before exercising these powers would place additional burdens on local transport authorities, increasing costs and slowing down the implementation of by-laws, and that is not desirable. The inclusion of this clause comes from the Government’s engagement with local authorities and an understanding of the tools that they need to best operate safe and inclusive bus networks for their local communities. It is also not necessary because similar powers to those proposed by the Bill are available to some local transport authorities and railway operators in operating their rail and light rail networks, so there is some experience of this.

I draw the noble Baroness’s attention to the engagement with local authorities and existing by-laws in answering her question about whether these by-laws would work. The procedure in Clause 21 draws on and is analogous to that found in existing legislation, including the Railways Act 2005 and the Local Government Act 1972. Neither Act imposes requirements on local transport authorities or operators to undertake a similar review. I undertake to go away and consider with colleagues whether there are, or should be, model by-laws available. I therefore ask the noble Baroness not to press Amendment 34.

On Amendment 50, it is a real pleasure to see the noble Lord, Lord Bradshaw, in his place this afternoon. I understand the point that he is making about his proposal to place a statutory duty on local highway authorities or other authorities to take, create, implement and report on a traffic reduction strategy with the aim of improving bus journey times—I should have said that he is supported by the noble Lord, Lord Goddard. Improving the reliability and frequency of local bus services is a key part of the Government’s plans for buses, and the Bill helps give local transport authorities the right tools and levers to do that.

However, I do not believe that this amendment is the right way to do that. For example, local transport authorities are already obliged under the network management duty, established by Section 16 of the Traffic Management Act 2004, to consider the reduction of congestion and improving traffic flow in how they manage their roads, so this new duty would in effect replicate that. It would also go against the principles of devolution—giving more freedom and fewer obligations —that we have committed to with the Bill. Local transport authorities are already able to effect positive changes in bus reliability through enhanced partnerships with operators of bus services in their areas.

The recent experience in Manchester of franchising has served to illustrate, at least to me, that the power of franchising has very quickly drawn to the attention of the authority—in that case, Transport for Greater Manchester—those elements of the management of the local road network that need to be improved in order to drive a safe and reliable service.

The noble Lord’s amendment links the production of this traffic reduction strategy to any financial support issued by the Government,

“for the provision of bus services”.

This brings a range of funding streams into scope beyond just grants that are intended either to support bus services themselves, such as the bus service operators grant, or to improve infrastructure, such as bus priority schemes that could improve bus journey times through the bus service improvement plans. Some government funding—for example, grants to make buses more accessible—may be caught under the broad wording of this new measure. There is, of course, no obvious link between this kind of grant and traffic reduction, and it would be inappropriate in such cases to produce a corresponding traffic reduction plan. However, I understand the noble Lord’s point, and I will consider further how and in what way we might address the very valuable point that he is making. On that basis, I ask him not to press his amendment.

The noble Baroness, Lady Pidgeon, has brought forward Amendment 52 to place a duty on authorities to promote bus services and publish regular reports detailing progress towards achieving that objective. I firmly believe that all authorities and operators are interested in promoting their bus services in their local areas and that it is not necessary to bring forward an amendment that places a direct requirement on authorities to do so and to report on how they have met their objectives.

The Transport Act 2000 already places a duty on the local transport authority to develop and implement policies which promote and encourage safe, integrated, efficient and economic transport in their area. Buses form part of that duty, and we know through bus service improvement plans that local transport authorities are already doing this. A local transport authority also needs to have wider monitoring and evaluation plans in place to assess the outcome of its policies. It also has to answer to its communities.

The Bill is all about providing choices to local transport authorities and ensuring that decisions are made at the right level ultimately to improve the bus network for their communities. It should therefore be for the local transport authority to decide how it will measure its successes. On that basis, I ask the noble Baroness not to press her amendment.

I turn lastly to Amendment 69, which I thank the noble Lord, Lord Moylan, and the noble Earl, Lord Effingham, for bringing forward. The amendment would require local authorities to promote the adoption of customer-facing technology. The Government remain committed to ensuring services are continuously improved for passengers. I agree with noble Lords that it is important that passengers experience good access to technology, such as free wi-fi and charging facilities. As noble Lords have noted, many operators already seize these opportunities. We would be keen to encourage further adoption, albeit that we can have little control, given that operators would need to assess its cost impacts.

From a passenger-information perspective, the Government are committed to delivering better bus services, and part of this work is working closely with bus operators and local transport authorities to improve the information available to passengers about their bus services. The Bus Open Data Service was launched in 2020 and requires all bus operators of local services in England to provide passengers with high-quality, accurate and up-to-date passenger information including timetables, fares, tickets and vehicle location information. As part of this work, the Government understand the importance of having real-time information widely accessible in a range of spaces that passengers use and are conscious of the need to continually consider new ways to improve access to real-time information, while staying in line with wider government digital and data strategies. I note what the noble Baroness, Lady Pidgeon, says about the continuing progress of technology and the difficulty of specifying now what it might deliver in the future.

I hope that the noble Lord, Lord Moylan, and the noble Earl, Lord Effingham, will understand that I do not wish to cut across the work which is currently underway. On that basis, I would ask them not to press Amendment 69.

[Baroness Pinnock (LD)]

My Lords, I thank the Minister for his detailed reply and the clarity of his answers to all our amendments. I remind the Committee that my Amendment 4 seeks to encourage the Government to respond positively to the need for funding, such as TfL has enjoyed. I note that Amendment 30 from the noble Lord, Lord Moylan, is using funding to discourage enfranchising. There is quite a world of difference between us.

[Lord Moylan (Con)]

My Lords—

[Baroness Pinnock (LD)]

If I may finish my point before the noble Lord can come in, I thank the Minister for his assurance on funding. I am going to wait for the figures to come out of all that, but I am especially disappointed that the ministry has asked him to point towards local government funding as a source, when that funding is under huge stress at the moment. With that, I wish to withdraw Amendment 4 in my name.

[Lord Moylan (Con)]

I think that the noble Baroness said Amendment 30 when she probably meant Amendment 31, but that is a minor point.

[Baroness Pinnock (LD)]

Yes, sorry.

[Lord Moylan (Con)]

It is complete nonsense to misrepresent my point in the way that she has done. I am really beginning to wonder, as I say, if the purpose of the Liberal Democrats is to use this Committee to attack the Conservatives rather than hold the Government to account. It is very odd indeed and might merit some discussion outside the Committee.

Bus Services (No. 2) Bill [HL]

Baroness Pinnock Excerpts

2nd reading
Wednesday 8th January 2025 Lords Chamber

[Baroness Pinnock (LD)]

My Lords, this is a poignant moment as I reflect that our deliberations on this Bill will be done without our wonderful colleague, Baroness Randerson. To Jenny, public transport was not a theoretical consideration but a public service on which many depend. Her passing is an immense loss to our Benches and to the many causes that she espoused.

I have relevant interests to declare as a councillor in West Yorkshire and as a vice-president of the Local Government Association. There is much in the Bill that is welcome. It is a genuine attempt to revive bus services across the country. It is positive that there is an inherent acceptance in the Bill that the 40-year experiment with privatisation has not resulted in a reliable bus network and that significant change is essential. However, the unanswered question in the Bill is whether the Government view the local public bus network as an essential public service to which all residents should have access, albeit at different levels of service. My first question to the Minister, therefore, is whether the aspiration of the Government is to provide such a widely available, reliable local public bus service.

All recent Governments have had policies to encourage a modal shift to cycling and walking. The policy has been supported with regular streams of government funding for cycle lanes—as we have just heard—and improved pedestrian routes. Do the Government intend in the medium term to have an equivalent policy to support a modal shift towards bus travel?

Despite these questions—criticisms, perhaps—the Bill does contain some important steps in the right direction. Local authorities, in the form of local transport authorities, are at the heart of this change. Outside London, as we have heard, bus services have been deregulated since 1986. Local transport authorities have very limited means to influence, or achieve change to, what is provided by commercial operators, or indeed to have the funding to support non-commercial services. The powers in the Bill for LTAs to adopt one of the new models of provision are positive and welcome.

However, this raises questions about local democracy. With enhanced powers should come enhanced accountability for decision-makers. In mayoral devolved authorities this is limited to a single person, the mayor, supported by the leaders of the councils in the area, and a transport committee to advise. As the decisions on local transport are very limited at the moment, this level of public accountability is probably sufficient. However, does the Minister agree that, as LTAs have increased responsibilities, including those of grant-funding powers, more elected councillors need to be involved? Given the government proposals for combined county authorities, does this mean that there will be delays in establishing new local transport authorities in these areas? For these largely rural areas, does this also mean that there will be delays in these authorities taking advantage of the measures in the Bill?

That brings me to the thorny question of funding. If the aim is for local bus services to be more frequent and more reliable, and to reach many more communities more often, this is unlikely to be achieved within the existing funding levels. Providing a bus service to remote villages will almost certainly rely on subsidy. The question to the Minister, therefore, is: will there be increased funding for LTAs to achieve these aims?

As has been said in this debate, better bus services are inextricably linked to economic growth. They provide affordable access to jobs, for example. I despair when I hear from residents in my council ward that the bus service is so unreliable that they have been threatened by their employer with losing their job. The result is that they buy a cheap car, which does not help their bank balance and nor does it aid the environment or congestion. To achieve reliable, affordable bus services relies not only on sufficient funding but on the efficiency and effectiveness of bus operators.

In my experience in West Yorkshire—I could tell the House of my waiting an hour in Leeds bus station at the end of a Friday afternoon, so in a peak period, for a bus that should come every 15 minutes but never came—too many services are cancelled without notice. On occasion, this is the result of road traffic congestion which so delays buses that they are unable to keep to the timetable. Does the Minister agree that achieving better bus services will involve improving reliability, and that that means addressing areas of traffic congestion? Bus lanes are only part of the answer, and not a very good part either. It would be good to hear what the Minister has to say.

Finally, I come to bus stations and bus stops, and the opportunity for by-laws to control behaviours there. Clause 21 has much to recommend it, as passengers are deterred from using buses by poor or intimidating behaviour. I welcome that Clause 21 seems to enable by-laws to control bus stations and bus stops. Clauses 23 to 26, on safeguarding and training, are very important. Too many drivers are on the receiving end of abuse. Equipping them to deal with it effectively will help to retain drivers and keep the public safe.

The Bill recognises how vital safe and reliable bus services are to many in our communities who do not have access to their own car. The reforms proposed in the Bill go some way to shifting the balance in favour of the public who need these services, and that is a good start.

Bus Funding

Baroness Pinnock Excerpts

Tuesday 19th November 2024 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

The noble Lord might know that, for some years I was responsible for the London bus service. I am not any longer; the Mayor of London is. I would question some of the things the noble Lord has asserted, simply because I know through prior knowledge that we spent an awful lot of time and money providing far more toilet facilities for bus drivers in London than anybody had done before. I would question whether any responsible operator licensed by the traffic commissioners would commission schedules which expected buses to exceed the speed limit.

What I would say to the noble Lord is that it is very important that bus drivers are paid properly and looked after properly, and that their scheduled and actual hours comply with the law. To that end, the Driver and Vehicle Standards Agency will inspect those operations, whether in London or elsewhere. The traffic commissioners will take action against operators that do not comply with the legislation in respect of the operation of urban bus services.

[Baroness Pinnock (LD)]

My Lords, reliability of services is as important as fare levels to bus users. Many folk in my patch in west Yorkshire tell me that they were at risk of losing their jobs because they could not get to work on time because the bus failed to turn up. I can confirm that. I had decided to travel from my hometown to Leeds on the bus, and the first two buses were cancelled going, and, on the way back, three were cancelled. This was in the middle of a Friday afternoon. Reliability is absolutely key to encouraging people to use buses. What will this new funding formula do to penalise the providers of bus services if they cannot provide a reliable service?

[Lord Hendy of Richmond Hill (Lab)]

The reliability of bus services is terribly important to the people who use them and to the local economies of the places where they operate. This funding formula of itself will not affect the reliability of services, other than to give local authorities more resources for the officers and skills to be able to manage local bus services that they procure. The real penalty for unreliable operation of bus services outside London lies, currently at least, with the Driver and Vehicle Standards Agency and the traffic commissioners, which can bring operators in front of them when they fail to operate the services that they have registered.

One reason why conurbations, led by the Mayor of Greater Manchester, are looking at franchising bus services is so that they can have greater control. In those cases where operations are franchised, there is a different way in which to penalise operators. In fact, one of the successes in Manchester has been a much higher level of reliability, not only because there is more direct control over the provision of the bus service but because the Mayor of Greater Manchester is taking a much stronger interest than previously in the ability of the road network to enable reliable bus operation. I would expect that to be replicated in other combined authority areas that choose to go down the route of bus franchising.