Transport: Bus Industry

Lord Shipley Excerpts

Tuesday 2nd November 2010 Lords Chamber

[Lord Shipley]

My Lords, local bus services have three essential economic and social functions: they get people to work and education in support of economic growth; they help to reduce congestion and carbon emissions; and they improve social inclusion for those without a car by providing them with links to local services and access to work and leisure. However, there is a conflict today between the important role that bus services play and the unregulated way in which they are operated outside London.

Bus services here in London are wonderful. I am impressed by their frequency, the reasonableness of the fares, the newness of the vehicle fleet and the wide range of routes which extend access and availability. While commercial operators do a good job in some other parts of the country, the overall picture is nevertheless mixed. Investment in modern, cleaner and more accessible vehicles varies from region to region, as does the extent of networks, reliability of services and maintenance standards. I regret in particular that there is no public service obligation on bus operators as there is on other public utilities. Unlike a domestic electricity or gas supply, a neighbourhood’s bus service can be cut off at 56 days’ notice, without consultation, by its commercial operator.

The context today is one in which bus services will come under greater strain in the years ahead as a result of the reductions in public spending, as 47 per cent of bus company income is derived from national and local government in various grants and subsidies that now amount to some £2 billion. As this is reduced, there is a real danger that services will decline in some areas. This is already the case with shire counties cutting the number of routes that they subsidise. As examples of cuts to bus services starting to take effect, North Yorkshire County Council is consulting on plans to save £600,000 by withdrawing its subsidy for evening and weekend bus services, and Durham County Council has been consulting residents on which of the bus services that it subsidises—20 per cent of all routes in the county—it should cut as it seeks to reduce spending.

According to Spending Review 2010, the 20 per cent reduction in bus subsidies paid directly to operators will save over £300 million by 2014-15. That, coupled with a reduction of 28 per cent in overall local authority funding over the next four years, will inevitably put pressure on to the subsidy system. In addition, the special grant top-up for concessionary travel funding is being withdrawn and, from next April, that funding will be subsumed into the formula grant alongside the rest of the funding for concessionary travel.

It is interesting to note that the total cost of subsidising bus services has grown since 1986 from £850 million to around £2 billion. This subsidy includes bus service operators grant, public transport support and concessionary fare reimbursement by local authorities. There is now a very real danger of a salami effect on bus services, with bus companies withdrawing their own marginal routes as the bus service operators grant is reduced at the very same time as councils are forced to reduce subsidised routes. This attrition of an essential public service must be curtailed, given that in the UK the total number of bus trips today is still twice the number of rail and underground trips.

So, what should we do? Local authorities need to be encouraged to look at new models of service delivery, including forming strategic partnerships with operators and introducing quality contract arrangements with local franchises offered to a single operator in a particular area. As part of that, the Government should ensure that local authorities and passenger transport executives retain the powers to determine how bus services are delivered in their communities, using the full powers of the Transport Act 2009, and are incentivised to do so, where possible, by secondary legislation and government guidance.

Under quality contract franchising, private sector companies would be invited to bid to operate a specified network. Once a company was appointed, it would face no on-road competition and would be free to concentrate on developing the local market for bus travel. With franchising, you get what you are prepared to pay for, but a market testing exercise by passenger transport executives has shown that, even with the existing level of public subsidy to the industry, franchising should provide a better network than currently exists. At a minimum, those networks would be: more stable, with less frequent changes to fares, times and frequencies; possibly more reliable, because services would be monitored and good performance would be incentivised; better integrated, with one brand, one network, one ticket and simpler fares; and cleaner, because dirty old buses would be sent to the scrapyard and contracts would require bus operators to provide newer, cleaner buses and to maintain them to a high standard.

If in time more resources became available, whether from national government or from the local authorities themselves, quality contracts could be used to make a further step change with more state-of-the-art low-emission or no-emission buses. Fares could be simplified and held at current levels, or even reduced. The network could be made more accessible more quickly by making every bus low-floor, with easy access for wheelchair users. New services could be added to help link people to vital destinations like jobs and hospitals. More buses could be provided in rush hours to help reduce traffic congestion. This would all help reduce car dependency, improve air quality and contribute to the quality of the environment.

We should note that franchising of services, with the public sector specifying and regulating and the private sector delivering, is now the norm in the rest of public transport provision in Britain and across Europe. It is time that it became the norm with our bus services. Indeed, a growing number of bus operators, particularly those who have forged a good reputation in providing franchised public services at home and abroad, are supportive of franchising proposals. For the private sector, the advantage of franchising is an open, competitive framework and a long-term and stable return on investment with which they can invest in new vehicles and build customer numbers. Those in the private sector know that bus ridership can be increased because latent demand exists, and that is what has to be generated.

We can see from Transport for London how ridership can be increased. First, in the 20 years from 1986 when bus services outside London were deregulated, bus patronage in urban areas has declined by 46 per cent, while London has seen bus patronage increase by 81 per cent. In the past year, while ridership dropped 3 per cent outside London, London’s buses saw 0.5 per cent growth. Secondly, in the same period bus fares in urban areas have increased by 94 per cent in real terms, but in London fares have risen by just 54 per cent over the same period. Thirdly, even though local bus service vehicle kilometres fell by 13 per cent in the 10 years to 2008 in urban areas, they rose 31 per cent in London. Crucially, the higher load factors achieved in London have led to a significant fall in operating costs per passenger journey, by 22 per cent in real terms since 1985 compared with an increase of 7 per cent outside London.

It is all about generating new customers on our bus services. London has shown what can be achieved, and the rest of the UK must be empowered to follow.