Local Bus Services

Mark Spencer Excerpts

Wednesday 5th November 2014 Commons Chamber

[Mary Creagh]

I pay tribute to Stephanie Peacock. My right hon. Friend reinforces my point about linking up to health services. Interestingly during this period of cuts to bus services, what we have seen is that when services that were once “supported services” were cut by the transport authorities, they magically reappeared when bus companies suddenly found that they could operate the services commercially after all. When the taxpayer is paying but a service is suddenly found to be commercially viable, it is a further sign of a market that is not working properly.

[Mr Mark Spencer (Sherwood) (Con)]

The hon. Lady will recognise that there is a great deal of cross-party agreement about the need for bus services and their importance, but I hope she will also recognise the importance of rail services, which might be able to take off some of the pressure on the bus routes if towns are fortunate enough to have a railway station. Will she support my campaign to extend the Robin Hood line in Nottingham to the villages of Edwinstowe and Ollerton?

[Mary Creagh]

I was talking to the transport lead on Nottinghamshire county council this morning. I agree with the hon. Gentleman that trains also play a part. Trains are important, but the difficulties experienced by his Government—around the franchising process, the transfer of rolling stock and the delays in electrification—make reliance on the train as a substitute for bus services more difficult. We have had a freeze in the letting of franchises, with very big difficulties, particularly in the north of England, where carriages are going to be transferred down to Chiltern Railways. The services obviously need to be part of a planned network. The people who come to those stations either by car or bus use a different form of ticket when they get there and the point we are trying to get across is that devolving such decisions closer to communities will allow the system for rail, tram, underground, metro and bus services to be the same. Ease of interchange is key to encouraging people to use those services.

At the moment, outside London, our transport network adds up to less than the sum of its parts. Different forms of transport compete needlessly, instead of providing seamless journeys from A to B, and there is a lack of competition. That does not work in the passengers’ interests, the public interest or for local businesses. The Competition Commission has estimated that the failure of competition in the bus market costs the taxpayer £305 million every year.

London is the exception. Transport in the capital works far better for passengers than in any other British city. That is not simply because there is more money and there are more people. It is because Ken Livingstone, as London’s first directly elected Mayor, took some hard decisions. He introduced the congestion charge and properly enforced bus lanes. Labour understands how important it is to equip our cities with similar powers to make their transport systems work. Bus services should be available, accessible, affordable and convenient, which is why we have announced plans to give London-style bus powers to any city or county region that wants them.

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[Mr Tom Harris (Glasgow South) (Lab)]

Earlier this evening, my hon. Friend the Member for Newcastle upon Tyne Central (Chi Onwurah) offered us a quotation which she wrongly, but understandably, attributed to the late Baroness Thatcher, about the man who, finding himself on a bus beyond the age of 26, can count himself a failure. As I pointed out at the time, it was actually said by—we think—Loelia, Duchess of Westminster, but it is, as I say, understandable that it has been attributed to Mrs Thatcher over the years. I have made the same mistake myself in the past. I have a long-standing interest in transport issues, and that was one of the quotations that I gave to illustrate the dastardly Conservative attitude to public transport users.

The fact is that there is a class element in this debate, and we should recognise that. When I was a Transport Minister, it was often said, although never minuted, that suits did not use buses. That was meant to remind me how important it was for us to persevere with the Government’s programme of encouraging the growth of tram services in parts of the country. Trams were seen as a halfway house between a train and a bus. Wealthy professional people would use a tram, but would not use a bus. The problem is that over the years, especially since deregulation in 1986, bus services have become the poor relation of public transport. According to the latest Government figures, 60% of public transport journeys are made on a bus, but I suspect the figure is much higher; it certainly has been in the past. The trains and the railways get far more press coverage than the buses, however, and trains get far more attention in this House, too, and the trains receive far more public subsidy than the buses ever have, and rightly so—we all understand the reasons why.

Importantly for this debate, buses are the poor relations once again when it comes to regulation. The disparity between bus services and railway services is no more explicitly clear than in successive Governments’ approaches to regulation, and I include the last Labour Government in that, in which I served. Trains are, of course, necessarily heavily regulated, but there is not so much regulation for buses. The Confederation of Passenger Transport said last week that it opposed Labour’s plans

“for the further regulation of bus services.”

I question that word “further”, because buses are completely unregulated. There is no regulation in the bus industry. The only requirement for any Member of this House who might want to run a bus service is to be able to afford to buy a bus, and it must be roadworthy. After that, they can run a bus service along any route they wish.

[Mr Spencer]

A number of cities have gone down the route of having trams, such as Edinburgh, Nottingham and Sheffield, but they are very expensive. Does the hon. Gentleman agree that that money would have been better spent on supporting local bus services, which, of course, can vary or change their route rather than have to follow tram tracks?

[Mr Harris]

I agree with the hon. Gentleman. The tram in Edinburgh was a disaster from start to finish. I was in Edinburgh over the Edinburgh festival period, and I saw for myself the much-heralded trams and was extremely excited that there was a passenger on one of them; that encouraged me. I do not think trams are the solution, therefore, but bus services are absolutely vital, because buses are the transport mode of choice of most people. They are flexible and relatively cheap compared with the infrastructure we have to invest in for trams and trains.

Outside the capital, there is no regulation of the bus services at all, however. The bus industry has done a good job. I do not want my party to jump on the bandwagon of attacking the whole bus industry because it is entirely private. It is entirely private, and it should remain entirely private. Nobody on this side of the House is saying we should return to the ridiculous old days when local authorities owned bus companies. We do not want to go down that road.

What we are saying is that, because it is such an important mode of transport, it should be regulated. There is nothing wrong with that. The private industry has done some very good work on fares and smartcard ticketing, although I have to say I think the Secretary of State was just a little ungenerous in his comments about the progress that the last Labour Government made on smart-ticketing and on accessibility of vehicles.

Since the railways were privatised in 1995, the number of passengers using the railways, during what was a period of economic growth, has gone up to a remarkable extent—I cannot remember the precise figure, but the rise in that time is between 40% and 50%. It has been a real success story, at least in terms of the number of people using the trains.

Why has that not happened for the bus services? The hon. Member for Cheltenham (Martin Horwood) and the Secretary of State were incredibly complacent in saying, “Ah, well, in the last year there was a 1% increase in passenger numbers.” What is the number of people using the buses today compared with 1985? That is the figure we should be looking at. With a 1% increase a year, how many years will it take to get back to the level we were at in 1985? That is what we have to explain to our constituents.

Why have passenger numbers on the buses not been increasing at the huge rate the trains have been enjoying? After all, bus services are flexible. If a bus company wants to increase capacity, it buys a bus, whereas doing the equivalent in the train industry is massively complicated with massive lead-in periods. The bus industry is far more flexible, so why has it not taken advantage of economic growth to increase the number of passengers, as the train industry has done? The simple answer is because it is not run well and because it is not regulated outside the capital. The passenger increases that have happened since 1986 have happened exclusively in the capital, where deregulation did not take place.

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[The Minister of State, Department for Transport (Mr John Hayes)]

As I survey the Labour Members, particularly those on the Opposition Front Bench, I do not do so in anger or even in sorrow; I do so in pity. I know that many Government Members will think that I am being too generous—they would like me to be more critical—but I would say that surely all but the hardest of hearts can see the Opposition’s pitiful past record, their pitiful performance and their pitiful prospects.

That brings me to the motion, which was moved and given life—I would not say that it was given light, but it was given life—by the shadow Secretary of State, the hon. Member for Wakefield (Mary Creagh). I have always liked her since she was a Back Bencher. I remember that in those days she still had promise.

The motion might have referred to the £930 million provided by this Government for concessionary travel entitlement every year. It could have referenced the Government’s £600 million local sustainable transport fund. It should have mentioned that bus fares in England have had an average annual increase of 1.51% under this Government compared with 2.25% each year under the previous Labour Government. It might even have mentioned that the Government funded more than 900 new low-carbon buses during our first two years compared with just 350 in the 13 years that Labour was in power.

[Mr Spencer]

Is the Minister aware that Labour-controlled Nottinghamshire county council is about to cut £720,000 from its bus budget? What impact will that have on people in north Nottinghamshire and the coalfields who are trying to get access to employment?

[Mr Hayes]

My hon. Friend will know that Nottinghamshire is dear to my heart; indeed, some would say that it is etched on my heart. He will know that the Trent Barton 141 bus, which runs between Sutton, Mansfield and Nottingham and stops at Blidworth, has been reduced, and that the N28 bus from Blidworth has a revised timetable and, outrageously, no longer stops at Newark hospital. Nottinghamshire county council—now under Labour control—has brought about that eventuality. Oh my goodness, how we look back with awe and regret at the passing of the benevolent county council controlled by the Conservatives under Mrs Kay Cutts, my former colleague on that council.

Benjamin Disraeli may have been prescient when he lamented

“how much easier it is to be critical than to be correct.”

In trying to be correct, the hon. Member for Cheltenham (Martin Horwood) did us a service. He made it absolutely clear that, directly contrary to what the motion indicates, bus occupancy has risen and passenger miles on local bus services are up, yet the motion is predicated on the very opposite assumption.

We fully understand that buses are essential to many of our fellow citizens. We are of course conscious of the difference they make to access to opportunity. The shadow Secretary of State was absolutely right about that. When I heard the hon. Member for North West Durham (Pat Glass) say that she lived in one world and I lived in another and that mine was the world of London, I thought she should come to South Holland in Lincolnshire because it could not be less like London. My rural constituents depend on buses to get to work, school or other facilities for their very well-being. The kind of people who depend on buses are those like my mother-in-law in Nottingham. She has never been able to drive and has used a bus all her life. Do not tell us that we do not know or understand. Not only do we represent people who rely on buses, but our families and friends rely on buses too.