National Bus Strategy: England

Jim McMahon Excerpts

Monday 15th March 2021 Commons Chamber

[Jim McMahon (Oldham West and Royton) (Lab/Co-op)]

I thank the Secretary of State for advance sight of his statement. I also thank those in the bus and local public transport industries for the work they have done, over the course of a very difficult year, to make sure that our country can keep on moving.

This strategy should have been used to revolutionise the bus industry, but I am afraid it lacks ambition and does not even touch the sides of the cuts and rocketing prices that passengers have witnessed over the past decade. It should have been used to ensure that funds were properly directed to deliver a radical transition to a zero-emission fleet—something that the Prime Minister promised more than a year ago—and to create new green jobs in the bus and coach sector, to give operators and manufacturers the boost that they so badly need.

Let us look beyond the headlines. The Secretary of State says that he wants buses to become more frequent, cheaper and greener. First, on buses being more frequent, the reality is that this Government have overseen the loss of 134 million miles of bus routes over the past decade, and some 3,000 local authority-supported bus services have been cut over the same period. In every year since 2010—year on year—passenger journeys outside of London have fallen. It is the Secretary of State’s Government who have made bus journeys less frequent in the first place. How will he ensure, specifically, that there are not just a few more services on routes that are already well served, but a reversal of the 3,000 bus cuts that we have seen over the past decade? How many of the 134 million bus miles lost will be returned by this investment?

On the second test, in respect of buses being cheaper, the Office for National Statistics has reported that in January bus inflation was up by 21% on the previous year. Although a price cap is welcome, the cost of transport is already forcing people off buses. What will the Secretary of State do to make sure not just that fares will not rise disproportionately in future, but that they will be brought down to a reasonable level that people can afford, so that they will choose to travel by bus?

The final test is for transport to be greener. It is more than a year since the Government promised 4,000 zero-emission buses, but they have not even started yet. That is nowhere near ambitious enough when we consider that there are 32,000 buses in England alone. Even with a one-to-one replacement, that could leave more than 28,000 buses that are not zero-emission. Incidentally, many of them will be serving areas that are being considered for clean air zones because of deadly levels of pollution.

It is a year since we were promised a transport revolution, and it has been a year of reannouncements. Although the pandemic can be blamed for some of the fall in passenger numbers we have seen, the Secretary of State knows full well that the past decade has really weakened the foundations of bus services in this country.

Let me turn to another announcement: council and operator partnerships. Councils throughout the country face a budget black hole of £15 billion, and this announcement, which throws in even more responsibility without funding in place, could weaken their position even further. Like many, I back the extension of London-style franchise powers throughout the country, and I sincerely hope that once the announcement is put into practice, that will be the reality for passengers throughout the country. I also support councils that want to do it themselves, which is why we back the establishment of municipal bus companies—incidentally, something outlawed by this Government in 2017. The Government have indicated that that may well be revisited, but my question to the Secretary of State is, why wait?

It is clear that we drastically need a bus service that is fit for the future, yet until we see those measures on the ground we cannot even begin to claim to be ambitious and to have a green bus strategy that meets the demands of local people and the immediate post-pandemic needs of the industry, or that addresses the huge challenge of stopping climate change and meeting our objectives. The real legacy of this Government is laid bare for all to see: the loss of key routes; rocketing ticket prices; and just 2% of the bus fleet zero-emission vehicles. It is on that record that the Government will be judged.

[Grant Shapps]

Predictably, the hon. Gentleman is not entirely satisfied. He said that the investment should have been bigger and that we should have been investing more in zero carbon, and he criticised many other aspects of the strategy. In fact, we did not even need to wait for the bus strategy, because he issued his press release to tell us all this ahead of time—before the strategy was even out and before he could possibly have known what was in it. I hope that he has now had the opportunity to read it. If he has, he will have seen that it is an extremely ambitious plan. It is the most ambitious plan to change our buses from any Government right the way back to the 1980s.

It is not as if the 1980s were the start of the decline; I think I am right in saying that we saw a decline in bus ridership from the ’60s onwards, from about 15.5 billion down to 5.5 billion. We know that people have switched to cars in that period of time, which is why this bus strategy is so ambitious and is trying to hold no punches in saying, “We need to realign the way we operate. We need to ensure that buses are more convenient and therefore more reliable. When they are, people are much more likely to take them.” As the hon. Gentleman rightly said, that is a formula that has operated very well in London under successive Mayors—although, I must say, it was expanded under the previous one—and has ensured that buses are clean and reliable, and that people do not even need a timetable. He asked about the reliability and regularity of services; that is what we want to get to. We also would not be putting £3 billion in if we did not expect, as the bus strategy says, to make buses more affordable. It is central to our vision that they are not just practical, but the affordable means of transport.

I hear what the hon. Gentleman said about greening up the bus network. I am as enthusiastic as him; he knows that I am—I drive an electric car and I want to see our transport system decarbonised. He mentioned that we announced a year ago our ambition to have 4,000 electric buses. He is absolutely right that that is what we wrote in our manifesto. As he would expect, we are delivering on that. The £120 million mentioned in the bus strategy today will go towards the first 800 of those buses. That comes on top of money that has already been invested by the industry in creating more electric buses. We are starting to see those buses on the road, including—I think I am right in saying—a couple of thousand in London, as well as elsewhere in the country. It is starting to happen and we are going to ensure that we meet our manifesto commitment of delivering 4,000 by the end of this Parliament.

Finally, the hon. Gentleman mentioned municipal bus services. I am not living in some world where I think there is only one way to do this. That is why we are talking about bus franchising and enhanced partnerships. He will be interested to know that the service in my area, though not a municipal bus operation, is actually run by the local university, the University of Hertfordshire, which owns a bus company called Uno. That is the kind of creative idea that we want to see developed by the national bus strategy. The hon. Gentleman’s local authority, every other local authority and all Members in this House will have the opportunity to ensure that their local area is able to deliver against the bus strategy to improve services for everybody in a way of which he would approve.