Bus Services Bill [HL]

Debate between Lord Bradley and Lord Snape

3rd reading (Hansard): House of Lords
Wednesday 23rd November 2016 Lords Chamber

[Lord Bradley (Lab)]

My Lords, I briefly make a contribution as the Bill comes to the end of its passage in this place. I know the Minister is aware of the importance of the Bill to Greater Manchester. The option to franchise bus services is something that leaders of all political organisations across Greater Manchester have requested as part of the 2014 devolution agreement. It is integral to that agreement’s success.

Bus franchising has the potential to truly transform transport across the city region, allowing Greater Manchester to develop an integrated transport network. I am therefore delighted that we are moving a step forward with the Bill. However, as the Minister is aware, the Greater Manchester mayoral elections in May 2017 are less than six months away. A number of clauses include provisions that allow the Secretary of State to make secondary legislation and guidance.

I would therefore like to make two brief requests to the Minister. First, it will be essential that the regulations and guidance issued are robust and clear in their intent and content so as to limit any delays in implementation. Secondly, the guidance and regulations must be available as soon as practicably possible so that the incoming mayor can make informed decisions on the options available to them. I would be grateful for the Minister’s response on those points.

Transport devolution across Greater Manchester has the potential to bring significant benefits for passengers, industry, residents and visitors across the conurbation. Reform of bus services in Greater Manchester is crucial if we are to unlock these benefits and create the excellent integrated transport network the area deserves.

[Lord Snape]

My Lords, I endorse some of the things that my noble friend said. I too give a qualified welcome to the Bill and to the amendments, in particular those aspects of the Bill that would genuinely improve services for passengers and those clauses that encourage the development of partnership working between operators and local government. Those arrangements have proved to be successful in many parts of the country.

I have misgivings about franchising that I have expressed ad nauseam. The Minister has said time after time that there is no extra money available to local authorities that wish to go down the road of franchising. The Liberal party spokesperson and my Front Bench made the point that franchising has worked extremely well in London. Of course it has. The one aspect of franchising in London that people do not talk about, and which has rarely been mentioned in the Chamber, is money. We have thrown £1 billion at franchising in London. That is the nearest estimate I can come up with. My objection to franchising would be considerably reduced if the Minister stood up and said that he has £1 billion for Manchester—that might please my noble friend Lord Bradley—£1 billion for Birmingham, £1 billion for Tyneside and £1 billion for the other conurbations in this country. We know full well that that will not happen.

At a time when local government’s finances have been considerably cut back time after time, to pursue franchising is a snare and a delusion. To my knowledge this is the third attempt since the 1985 Act to bring some degree of franchising back to local bus services outside London. In my view, it will be as unsuccessful as the previous two for the reasons I have outlined.

It is very rare when we debate bus services that we hear the voice of passengers. We have heard from the Local Government Association. I do not object to democratic organisations seeking more power—that is what democratic organisations do—but I object to the view that these powers can somehow be granted to Manchester, Birmingham and other parts of our great nation without any money to fulfil them. In that way inevitably lies cynicism and disappointment.

A report on bus services in the West Midlands was published as recently as last week by Passenger Focus—an eminently respectable group that I know commands the respect and affection of both sides of your Lordships’ Chamber. Some 82% of passengers using bus services in the West Midlands expressed satisfaction with the services provided. When that 82% was asked whether they had any problems, virtually every single one of them said, “Yes, there is a problem. It’s called congestion. We hate being caught in congestion”. Local authorities have responsibility for alleviating congestion. They do not have the money, of course, as I am the first to acknowledge, but by and large many of them do not have the will to do something about congestion either. If buses ran on time in our major conurbations we would not be having this debate on franchising.

My noble friends on the Opposition Front Bench will talk about the London experience. London is a unique city. It has hundreds of thousands of commuters entering and leaving every day and millions of tourists in the course of a year. With all due respect to Manchester, Birmingham and Tyneside, we do not have millions of tourists; we have thousands of commuters and perhaps thousands of tourists. That is why London was exempted from deregulation in 1985—read Hansard in both Houses of Parliament. That is why franchising was introduced in London rather than in the rest of the country.

Having sat through virtually every debate on the Bill I am in danger of repeating myself, but I do not believe the provisions for franchising will ever be enacted. I can see those provisions being filleted in the other place when the Bill gets there. I have one last sad word to my Front Bench: we seem to pretend that the passage of the 1985 Act was year zero as far as buses were concerned. The decline of bus passengers in our major conurbations started in the 1950s with the spread of the private car. In the 1950s there were 5 million cars on our roads; there are more than 35 million now. It is not surprising that people, having acquired a private car, decide to use it rather than the bus. To pretend this decline started in 1985 with the passage of the Act is a delusion. It did not; it started a long time before that.

If we are to go forward sensibly as far as the provision of bus services is concerned, I believe—I hope I have not boasted, but I have reminded your Lordships that I have had some experience in the bus industry—that partnerships are the way forward. If the Bill leads to greater partnership I wish it a fair wind, but I very much doubt it will return from the other place in the same state as it leaves us.

Parliamentary Voting System and Constituencies Bill

Debate between Lord Bradley and Lord Snape

Wednesday 12th January 2011 Lords Chamber

[Lord Bradley]

Perhaps I may give another example. I went through two boundary changes in the city of Manchester. The Boundary Commission produced proposals that split the communities north and south of the Mersey valley, part of which was more than a mile wide. The commission had also forgotten that the M60 motorway had been built along the valley, so there was no connection between the north and south of the Mersey valley. When there was a local inquiry, that point was strongly made and on both occasions my constituency was put back together north of that natural boundary.

[Lord Snape]

Again, your Lordships will draw their own conclusions from that intervention. In fact, local knowledge makes a big difference when these boundaries, having been drawn up, are finally agreed. I hope that the Minister who replies to the amendment will accept that to lose that opportunity for a local inquiry, where anomalies such as these can be pointed out, would be a serious and retrograde step. As I have indicated, I intervene at this stage to save time and to pre-empt my later amendment. I hope that the Minister will accept that these are relevant points and will address them in his reply.