Bus Services (No. 2) Bill [Lords]

John Milne Excerpts

2nd reading
Monday 2nd June 2025 Commons Chamber

[John Milne (Horsham) (LD)]

For many years, rural bus services have been dying a slow death by a thousand cuts. In my constituency of Horsham, we have lost about a third of our services since 2010, and funding has fallen by as much as 43% in some areas. This is how it works: we cut the timetable, which means fewer people use the service, so we cut the timetable again—rinse and repeat. In many villages, it is simply impossible to live without a car. Even if we did put a bus service back into those villages, no one would use it because the only people who live there are car users. It is no wonder that economic inactivity in rural communities is nearly 2.5% higher than in urban centres. Good jobs and an education are literally out of reach. How can we reverse this downward spiral?

It is clear that if local authorities step back and rely on commercial operators to decide routes by themselves, it is not going to work, but that is exactly what we are seeing in West Sussex. Commercial operators have to keep to their timetables or face a fine, but to achieve punctuality on the No. 17 route meant that the village of Partridge Green had to be dropped altogether at certain times of day. Pensioners now have to walk over a mile to the nearest stop or pay for expensive taxis. Residents were not consulted about the cuts, and they found out only a few weeks in advance, with no time to make other arrangements. Half the village turned out to a church meeting to protest, and if only we could have harnessed that enthusiasm in time, we might have saved the service, but of course it was too late. Now the same thing is happening all over again, with cuts to the No. 63 bus through another village, Slinfold, which will make it impossible for local commuters to link to Horsham station. Again the excuse was punctuality, again there was no consultation and again residents had just a few weeks’ notice.

This gets to the heart of why our rural bus services have been in terminal decline. County councils, the bodies we would expect to have residents’ interests at heart, can all too easily hide behind a commercial bus operator and say that it is all out of their control. No one wants to admit responsibility. We all keep saying that we want to take traffic off the roads and cut pollution, but in reality, local councils such as West Sussex have been presiding over a policy of managed decline. Will the new Bill do enough to reverse it? The Bill certainly moves in the right direction by empowering local authorities to franchise routes, run their own bus companies and trial demand-responsive transport schemes, which are good building blocks for a more flexible, responsive system.

However, when I look at West Sussex, it is clear that these freedoms by themselves will not be enough, even if there was more dynamic leadership in the council. Setting up its own bus service is a high-risk, high-investment strategy for a council. I can see how big urban centres may have the wherewithal to take advantage of these new rights, but more rural authorities such as my own are already on budgetary life support and there is no way they can take on such a gamble. This is going to take something more from the Government, and that something is more funding to kick-start a revolution. So let us fund bus services properly, empower local councils to make the right decisions and ensure that affordable, accessible transport remains a lifeline for all our communities.

Bus Services (No. 2) Bill [Lords]

John Milne Excerpts

Report stage
Wednesday 10th September 2025 Commons Chamber

My constituents are already seeing the benefits of this Government’s choices on transport. The Bill will bring better bus transport closer to home. Equitable access to transport connectivity is the golden thread that weaves our urban and rural communities together, that keeps our families and friendships close, and that ensures that people growing up and growing old in my constituency can fulfil their potential.

[John Milne (Horsham) (LD)]

I will speak mainly to new clauses 32 and 33 in my name.

There is a lot to like in the Bill, but it is at its weakest where it touches on rural areas. That is a great shame, because if we could solve transport, we could also solve the rural productivity problem. Economic inactivity is nearly two-and-a-half times higher in rural areas than it is in urban areas, and that is directly related to transport issues. If we could boost rural productivity to urban levels, it would fix the Chancellor’s Budget deficit in one go.

The key freedom that the Bill brings is to support local authorities that want to establish a bus franchise or to set up their own municipal service. If we stand back to look at the scale of the challenge, however, do we really think that that will be enough to reverse the long-term decline in rural areas? The answer must be no. Given how cash-strapped and under-resourced most local authorities are, it is clear that most will be unable to take advantage of that freedom without additional support.

In my previous life as a West Sussex county councillor, I served on a committee considering a bus improvement plan, but the measures we were given to look at were all small and tactical. No one on that committee believed that the plan would change the curve. Too many local authorities long ago surrendered to a tacit acceptance of managed decline. That has to change—hence my new clause 33, which would set out a new duty actively to promote and increase bus usage.

The key paradox that must be solved is why, if public demand for bus services is so high, usage is always dropping. Clearly, price is one issue, but the service has also become increasingly mismatched with local need. In West Sussex, a 2021 survey found that 80% of residents had stopped using buses because of a lack of a suitable route or infrequency of service—that is a huge percentage of the potential market to give away. The problem, especially in rural areas, is that what we have left today is a legacy service—the ghostly outline of routes and frequencies that existed years ago. We have fought a long defensive war of attrition, and we have been losing. Individual routes have been salami-sliced to destruction. That is why I have tabled new clause 32 to require local authorities to consult in advance on significant service changes.

In my constituency of Horsham, residents of Partridge Green discovered they were losing their direct No. 17 service to town only when they saw the new timetable. In Slinfold, the No. 63 was removed altogether, also without any warning. The county council says that the changes are nothing to do with them, and they are the responsibility of the commercial operator, but the operator says that they are up to the council. There is simply no one left at the wheel of our local bus service.

When I looked at the huge public reaction as villagers fought to save their services after the axe had already fallen, I could not help but wonder what might have been. What might have happened if we could have harnessed that enthusiasm to create a service that met people’s transport needs? We have been beaten down, over many years, into accepting that it is impossible to fix the problem, yet Switzerland, Austria and Germany, in areas with far lower population densities than many areas of the UK, are providing all-day, every-hour services, seven days a week. We can do that too, if we have the will.

It is good to see bus services getting legislative attention, and I appreciate that, but I hope that the Government do not think that this Bill will be nearly enough by itself. I urge the Government to make a special study of the needs of rural areas, which have been a recurring theme during the debate, and work out what it would take to genuinely reverse decline.

[Peter Prinsley (Bury St Edmunds and Stowmarket) (Lab)]

It is a pleasure to speak in the debate. I support new clause 22, introduced by my hon. Friend the Member for North East Hertfordshire (Chris Hinchliff), who is temporarily not in his place. It would require the Secretary of State to conduct a review into the minimum bus service standards required for communities in England.

What Members notice when they come to London from rural constituencies, such as my constituency in Suffolk, are all the red buses, all over the place. Routes run from early in the morning until late into the evening, in no small part because of the years of excellent Labour administration that Londoners have enjoyed. Out in Suffolk, we certainly do not have a fully integrated bus service. For a start, there are simply not enough buses. From 2010, a decade of declining public funding left the interwoven jumble of local bus maps looking decisively threadbare. From 2018 to 2024, 18% of bus services in my county council area simply vanished.

In Bury St Edmunds and Stowmarket, I have been supporting residents fighting to save local bus routes, and I am sure that many hon. Members will have been doing exactly the same in their areas. In Bury St Edmunds, we managed to get the 73 and 73A bus routes retained, which are essential for getting children to school at the Thurston community college. At Marham Park, where residents were in danger of being fully cut off, we did the same, thanks to £8 million of funding from the Government. In the years to come, we will further undo the loss of bus services: some 17 new or improved bus routes are rolling out just this month across Suffolk.

If people are lucky enough to live on a route that survived the last 15 years, the problem is that they will be hard pressed to find a bus that goes anywhere after 5 o’clock in the afternoon. Imagine a lady from the village of Honington, in my constituency, who has to attend a 4.30 pm appointment at the West Suffolk hospital about her dodgy knee. The 332 bus runs from Honington to Bury St Edmunds four times a day, so she catches the 2.40 pm bus and arrives in Bury St Edmunds with an hour to spare. She has her appointment and she gets out of the hospital after an hour, so at 5.30 pm she is standing outside the hospital and she cannot get home. She has missed the last bus and she is stuck in Bury St Edmunds. She cannot march 10 miles home, because she has a dodgy knee, and she has no friends, so she gets a taxi. A taxi is £35, but our imaginary lady has no choice—she has to pay that £35.

We capped the cost of a bus fare at £3, but we all know that for lots of real people in rural areas, inadequate bus service means that transport costs easily spiral out of control. That is why we need to critically examine the minimum bus service standards required across communities in England. Many Members have spoken about CPRE, which has mentioned that some countries such as Switzerland legally mandate public transport frequencies for communities of different sizes. The amendment tabled by the hon. Member for North East Hertfordshire —who still has not returned to the Chamber—will ensure that progress is made towards undoing some of the inequalities that have built up in transport, and will move us much closer to the unified transport model that we all know we need.