Transport: Bus Services

Baroness Scott of Needham Market Excerpts

Thursday 10th October 2013 Grand Committee

[Baroness Scott of Needham Market (LD)]

My Lords, I start by thanking my noble friend Lord Bradshaw for tabling and introducing today’s debate, which has become a sort of annual fixture. It is a real pity that the importance of buses to the public is not reflected in the interest that the House takes in public transport generally and buses in particular. It is not just a courtesy at this point to say how much I welcome the presence of my noble friend Lady Kramer at the Dispatch Box. I have known the noble Baroness for many years and I know that her hands-on experience of transport, particularly the financing of it, is going to be of real benefit to the House, to the department and to the Government, so she is very welcome.

I wish to focus my few remarks today on the question of rural bus services, which is a topic close to my heart. Like many Members of this House, I split my time between my home in the country in a village of fewer than 200 people, and my flat in London, which is close to a main road along which around a dozen services run about every five minutes during the day and then continue to run through the night, so the contrast is very stark. About seven years ago when the gentleman who is now my husband first came to see me in Suffolk, he asked the Londoners’ question: “When is the next bus?”. “Thursday”, I told him. “We don’t need real-time passenger information; we just need a calendar”. Now my village does not have a bus service at all and I do not have a problem with that. When I was first elected to the county council in 1993, I recall looking at bus routes where the per-passenger subsidy was greater than a taxi fare, and that is clearly untenable. However, people who live in small villages still need to access services and not everyone can run a car. In my village the answer has come in the form of demand-responsive transport. It is called Suffolk Links and it is run by a not-for-dividend-profit organisation called Optua. Using a mixture of paid and volunteer staff it provides a very good service to villages like mine and, while it is not as convenient as a car, it is very much better than a weekly bus and much cheaper than a taxi.

These demand-responsive services are suffering from a combination of local authority cuts, regulatory burdens and an unhelpful financial regime, so I would appreciate it if the noble Baroness could perhaps write to me setting out what the Government’s current thinking is on the demand-responsive transport sector. It is becoming quite urgent as there is now very real pressure on these services because of the withdrawal of bus services from larger communities which in my day on the council would not have been considered marginal. Central government cuts to local authorities and to the bus operators’ support grant, along with changes to the concessionary fares scheme, have meant that many services are no longer seen as viable. Close to us in Suffolk is the village of Stowupland. It has a population of around 1,800 so it is a decent size. Due to its previously good bus links—it had an hourly service—it has a large population of retired people. There are also quite a number of people in the village living in socially rented housing. Having lost their weekend and evening services some time ago, First has recently announced the withdrawal of all bus services from the village. This is a terrible blow to the many people who rely totally on buses will have a major impact on the fabric of the village.

Lest noble Lords think that I am focusing too much on Suffolk, North Yorkshire County Council is consulting on a proposal to cut a further 25% of bus support, and Dorset 28%. In Norfolk, the popular Coasthopper service is to be cut by a third; that is perhaps what my noble friend Lord Bradshaw was referring to. These are all rural counties and many small communities will be badly hit by this level of cuts. We need to remember that 10% of the rural population does not have access to a car. Those people will suffer increased isolation and have real problems trying to access essential services. It is all very well for the Chancellor to stand up at his conference and say that jobseekers are going to have to go to the jobcentre daily, but how on earth are rural claimants to get there? There is a desperate lack of joined-up thinking in all of this.

As another example, most Suffolk villages, even the smallest, have a group of a dozen or so council houses which were built after the war. They were built at a time when land was cheap and families were larger, so on the whole they are quite big. It is therefore not always easy to find tenants for them. Having no access to bus services is not going to make it any easier to find tenants for these houses, especially when you couple that with the changes to housing benefit, which are making larger properties much harder to let.

I would like the noble Baroness to outline for us how the Government’s role in bus policy is currently being defined. Is there still a role for government or is it simply being left to a combination of market forces and cash-strapped local authorities to deal with? I wonder whether the Department for Transport is aware that there is a real perception that the Government are no longer supportive of the bus industry and its needs. We have heard the questions about the changes to the concessionary fares scheme and the bus service operators grant, which have not helped the bus industry one bit. The mood music really is important. For example, Eric Pickles’ proposal that people should be allowed to park on the road for 15 minutes is just plain daft. A succession of cars parking for 15 minutes is as bad as one being parked there for the whole day. If it blocks the road and makes the smooth running of buses and cars and safe pedestrian crossing more difficult, it is a very silly idea. Billing it as a pro-high street measure reveals a failure to understand the dynamics of people and traffic on high streets.

There is another area about which I am concerned, and I would be interested to know whether the department has had consultations and discussions with the Department for Education and the Department for Transport on home-to-school transport. In rural areas this has always been provided by a combination of large and small operators using the same buses on the school runs and the service runs. As the services are disappearing, the school runs by themselves will almost certainly not be viable for the operators. This is particularly key where there are smaller operators in the rural areas, because they are the ones who are finding the going tough and withdrawing from the industry altogether. Councils have a statutory obligation to provide home-to-school transport, so they could, ironically, end up having to run a bus fleet in order to get children to school, which would be very much more expensive than subsidising transport. I would like to know a little more about that.

Finally, it would of course be churlish not to welcome the Government’s Better Bus Areas programme, particularly the announcement today. My heart sings for Merseyside and so on. However, my plea to the Government, particularly to the noble Baroness, is not to forget rural areas. People rely on buses and they will be badly impacted by these changes.