Improving Public Transport

Sarah Dyke Excerpts

Thursday 5th December 2024 Commons Chamber

[Sarah Dyke (Glastonbury and Somerton) (LD)]

I beg to move,

That this House has considered the matter of improving public transport.

I begin by thanking the Backbench Business Committee for scheduling this important and timely debate. The Government have recognised the need for a modal shift away from cars to public transport, but we are still a long way from achieving this aspiration. The Government aim to change the way the railways and bus services operate in the UK, so we stand at a crossroads, making it increasingly important that we head in the right direction.

As Members will know, transport is a key contributor to climate change and the release of greenhouse gases. The transport sector is responsible for more than a quarter of total UK emissions and is the single most polluting domestic sector, but all public transport combined —buses, trams, shared mobility—accounts for only 9% of these emissions, with that number falling every year.

Improved public transport plays a huge role in delivering growth to local and regional communities, but all too often public transport is a barrier to economic inclusion in rural areas. We know that better local integrated transport systems deliver growth and opportunity—two of the Government’s five missions. Data from the Local Government Association found that a 1% improvement in public transport journey times could support a nearly 1% reduction in employment deprivation. The Government’s own return on investment tool shows that helping someone back into work provides a £3,500 boost to their income while the national Government benefits by £11,400 and wider society by £23,000.

[Helen Morgan (North Shropshire) (LD)]

My hon. Friend is making an excellent speech. Does she agree that the single biggest reason that people fail to access work in rural areas is public transport? The figures that she has given are not just numbers; it benefits somebody’s whole way of life if they can access work because they can catch the bus there.

[Sarah Dyke]

I entirely agree, and I will address that point in my speech.

Poor public transport compounds social ills, while the unreliability, inaccessibility and lack of integration in rural Britain prevent people from trusting that it can get them where they need to go when they need to go there and, crucially, that they can get home again. Somerset has the worst bus services in the country, forcing communities into isolation or locking them into expensive and polluting car usage. My constituents from areas that are currently served by the railways are concerned about the impact of building Old Oak Common and how it will disrupt travel to London. Many residents who travel from Castle Cary to London face up to a decade of disruption as a result of those works. I would welcome it if the Minister commented on how that will be mitigated.

I would also like to mention the future of South Western Railway, after the decision was made recently to renationalise the company in May 2025. It will be the largest train operating company ever to be nationalised in the UK, and that will happen before Great British Railways, the body that will oversee the public operator, is operational. In just a few months, the Department will, in effect, take responsibility for hundreds of millions of extra journeys, and my constituents travelling on the Exeter St David’s to Waterloo line from Templecombe or nearby stations are anxious about the future of the trains that they rely on. I would welcome it if the Minister commented on that, too.

I have spoken many times in this place about the reintroduction of a station in the Somerton and Langport area, and I thank the Langport Transport Group for its hard work and tenacity in trying to bring a railway station to the area after it lost its stations during the Beeching cuts of the 1960s. The Somerton and Langport area has the longest stretch of rail between London and Cornwall that is not served by a railway station. The Langport Transport Group prepared a proposal to the restoring your railway fund and won £50,000 to develop a strategic outline case alongside Somerset council, which they submitted in February 2022. Despite this huge effort, they have never heard back, even after I pressed both the former Prime Minister and the Transport Secretary in the last Parliament for an answer. Now that that scheme has been cancelled by the Chancellor, local residents feel that they are in limbo.

Having a railway station in the Somerton and Langport area makes so much sense. It would serve the 50,000 people who live nearby who currently are not served by the railway line that runs right through their community. Nearby stations such as Castle Cary, Taunton, Bridgwater and Yeovil Junction are all at least 12 to 15 miles away. There is no direct bus to Castle Cary or Taunton, where it is then a hike to the nearest station. That is hardly an incentive to travel, and it illustrates the lack of integrated public transport in Somerset—a topic I will speak on later.

A railway station in the area would do more than connect residents to the rail line. It could also boost the local economy, bringing in more visitors. We have seen nearby passenger numbers at Castle Cary—the official railway station for the Glastonbury festival—jump massively in recent years, from 152,000 in 2002-03 to 251,000 in 2017-18. I may have a slight bias, but there are so many reasons for people to stop and visit the area, if only there were a train station. For example, there is the River Parrett trail, a scenic 50-mile walk that is home to some of lowland England’s most beautiful and unchanged landscapes.

As I mentioned, the proposal was cast into doubt after the Government announced the cancellation of the restoring your railway fund in the summer. We are still waiting for an update on what will happen to the project. I would welcome the Minister’s comments regarding the Somerton and Langport railway.

[Calum Miller (Bicester and Woodstock) (LD)]

I thank my hon. Friend for raising such an important topic for us all, and in particular for my constituents in Bicester and Woodstock. After the Conservative-led administration cut all direct bus funding in our area in 2016, I am proud that Liberal Democrats have reinstated community bus services. Does she agree that it is incredibly important that the Government’s new plans for public transport not only focus on metropolitan areas but provide adequate funding so that these dislocated areas can access community bus transport, using new technology for demand-led and cost-effective services for our residents?

[Sarah Dyke]

I thank my hon. Friend for his intervention. That is vital for rural areas. I have excellent community transport providers in Glastonbury and Somerton: there is Wincanton community transport, and across Somerset we have the Slinky bus that provides on-demand services. They are crucial for people who need to get to surgery appointments and even their jobs, as well as for getting people out and about, and breaking down that rural isolation.

Moving on to integrated transport, if we must wait longer for a station in the Langport and Somerton area, it is crucial that in the meantime the area receives an integrated public transport system to nearby railway stations in the form of rail-bus links. The former Transport Secretary, the right hon. Member for Sheffield Heeley (Louise Haigh), on the day before her departure, set out a vision for more integrated public transport systems. I hope that the new Secretary of State will keep those aims alive, as that is desperately needed in Somerset.

Fragmented transport leaves a traveller trying to get from Wincanton to Castle Cary having to take a bus journey and then walk half a mile to the station to catch a train, with no integration between the bus timetable and the train times. In nearby Devon, local bus operators, the council and Great Western Railway have worked together to launch rail-bus links with improved timetables that correspond with mainline train services, alongside improved service brand visibility. That serves as an example of how integrated rail-bus links can work in rural areas and service communities that do not have a train station.

[Max Wilkinson (Cheltenham) (LD)]

I thank my hon. Friend for bringing this important debate to the Chamber. In my constituency, GWR has been working with the borough and county councils on a new cycle link. Network Rail, unfortunately, is singularly blocking the development. That strategic cycle link will probably not be completed unless Network Rail, which owns the land, gets out the way. Does she agree that different arms of government need to be working together much more strongly and that cultural change in Network Rail is required if we are to solve these problems in public transport and active travel?

[Sarah Dyke]

I wholeheartedly agree with my hon. Friend. Integration between public transport and active travel is vital. He and I live in a beautiful part of the world, which frankly more people should get out and enjoy on two wheels or on two feet.

There are huge opportunities to improve bus services around the country, and especially in Somerset, where they are almost endless—mind you, the starting point is quite low. In 2022, Somerset county council’s bus service improvement plan bid acknowledged that Somerset had the worst-rated bus service in the country at the time, and that was after 13 years of lack of investment under a Conservative-led administration. Bus provision is poor and unreliable.

For example, the 54 bus route, which runs through Glastonbury and Somerton connecting Taunton to Yeovil, lacks an evening or Saturday service. That leaves people who might work unpredictable or unsociable hours unable to trust the bus service and reliant on a private car. Cherie in Glastonbury told me that she has to wait for an hour for her bus home from work, so despite finishing at 5 pm she does not get home until nearly half-past 7. If she were to drive, it would take her 10 minutes.

The unreliability of buses combined with the poor state of bus stops and public information provides a major hurdle for bus users. I thank Somerset bus partnership for its unrelenting work to improve that, having held more than 100 bus stalls to inform local people about their nearest services, filling an information gap that has sadly been left by the service providers. Most bus stops do not have a printed sign timetable or real-time information, and often poor mobile connectivity in rural areas makes it difficult for people to access information online. That was confirmed recently by Iain, who told me that the printed bus timetable in Glastonbury is barely legible. That is so disappointing. Even small interventions could create vastly important changes that would support bus services.

A Campaign for Better Transport survey has found that 52% of people would use more buses if they had better information at bus stops, but the onus on providing that information is sadly lacking. Unlike rail, where there are national standards that mandate that a certain level of information is provided at stations, there is no equivalent for bus stops. Every rail station in Britain has provision for real-time information, but we are a million miles away from achieving similar provision for our bus network. Bus users need certainty, but the availability of up-to-date, co-ordinated information on the bus network is lacking at the best of times and non- existent at the worst of times. That must change.

One of the major barriers preventing simple things like clear information is the fractured nature of bus funding. The previous Government’s competitive strategy turned funding into a postcode lottery, with only 40% of eligible local authorities receiving any of the £1.2 billion of BSIP funding announced in 2021. The Liberal Democrats have been calling for a simplified system of bus funding that could deliver routes where there is local need. Funding is unequal and fractured. Somerset Council receives around £25 per head of funding for buses, yet 12 local authorities across the country get double that amount.

The former Transport Secretary recently announced a big increase in bus funding, with Somerset council receiving £6.5 million. The increase is very welcome, but it will not go far enough to fix the gaping holes in our bus provision. Somerset council also awaits guidance from the Government on what the money can be used for, so that it can prioritise where the need is greatest. The previous Transport Secretary was keen for local authorities to decide where the money is most needed, and I hope that that remains the case.

The Government’s vision for the future of buses appears to be based around franchising and delivering London-style buses around the country. As I stated, better buses are key to achieving a modal shift, hitting net zero targets and delivering opportunity and growth. But with the local authority landscape as it is, franchising simply is not an option in rural areas. If there is not significant funding, franchising is no more than a pipe dream for rural authorities. Somerset council has only three officers to deal with public transport, which is not enough people power to run such an operation. That is not an anomaly, but a local authority standard. If the current situation does not work for rural areas, what is the vision?

I hope that the recent removal of the £2 bus fare cap is not the start of things to come for rural areas. Given the nature of rural bus routes, journeys are longer and people travel further. If the now £3 cap were to be removed, it would be disastrous for rural areas, as prices would rise beyond affordable rates very quickly and disincentivise regular bus patronage. After the 50% fare increase, one constituent from North Cadbury wrote to me concerned about the impact it will have on the future of the No. 1 bus from Yeovil to Shepton Mallet, and the No. 58 in Wincanton, which are both facing cancellation. Those routes, and many like them, are vital for social and economic outcomes.

In the last Session, I introduced the Public Transport (Rural Areas) Bill, which would have created minimum service levels, ensuring that residents can access sites of employment, education and leisure. I believe that those measures are truly needed for rural areas.

[Ms Polly Billington (East Thanet) (Lab)]

Does the hon. Lady accept that the previous Government had not actually funded the £2 fare cap beyond the current period? Therefore, we have a cap on bus fares so that people do not to end up with exponential fare rises in the next spending period.

[Sarah Dyke]

The point is that if prices go up any further, patronage on buses will go down, and in rural areas we travel further and longer. It is difficult to incentivise people to use buses in rural areas, so we need to get this right, and increasing fares will not encourage more people to get out of their cars and on to public transport.

Local authorities have a duty to outline routes that cannot run commercially but are vital to improving social outcomes or supporting economic activity, but there is no duty on them to fund those routes. After the general election, there were suggestions that the Government would create safeguards to make it harder for routes to be cut, and the better bus Bill is the perfect opportunity to deliver that. The previous Government committed to delivering guidance on the meaning and role of socially necessary services, expanding the category to include economically necessary services. But unsurprisingly, they failed to provide it, leaving much-needed bus routes in danger. I hope the Minister will take this up and provide some guidance.

Improving public transport is essential. The Government have stated their intention to improve it but so much remains unclear, especially for rural areas, which see poor services and high costs. Unfortunately, without investment and smart choices, that will continue to be the reality. The reversal of these trends is crucial, and I look forward to hearing the Minister’s response.

[Madam Deputy Speaker (Judith Cummins)]

I call Alex Mayer to make her maiden speech.

--- Later in debate ---

[Sarah Dyke]

I congratulate the hon. Member for Dunstable and Leighton Buzzard (Alex Mayer) on her maiden speech. I wish I could share her frustration about three buses turning up at once; in Somerset, we would be delighted should one turn up at any time.

I thank all the hon. Members across the House—well, parts of the House—for their attendance today. The wide interests shared in their contributions highlight the importance of the debate. As I said in my opening remarks, the poor quality of rural transport, particularly bus services, has been evidenced by all the hon. Members from rural areas who have spoken.

The environmental and economic importance of public transport cannot be overstated. It is crucial to helping the Government hit two of their five missions, so they should grasp the opportunity to fix public transport in rural areas. I welcome the Minister’s comments, but residents who travel from the south-west must know that construction at Old Oak Common will impact them. We need to give them assurances that the impact of the work will be mitigated as far as possible. I would welcome a conversation with the Rail Minister on behalf of my constituents.

We also desperately need more information about the renationalisation of South Western Railway. Many of my constituents rely on that operator and they must have the confidence that the service will improve.

My constituents in Somerton and Langport desperately want a train station to connect them to the railway, and they need information about that as soon as possible. The lack of correspondence across successive Governments is very disappointing. If a train station is still some time away, although I hope it is not, then the need to improve bus services and integrate them with the railway is vital. Liberal Democrat and Labour Members recognised that point, and I hope we can make progress on it. I thank the Minister for recognising it as well.

I look forward to seeing the models for franchising, as the Minister set out. We need funding to improve rural bus services and a real focus to provide rural residents with a working public transport system. I eagerly await finding out how the Government will approach that over the coming weeks and months. Will the Minister set out guidance for social and economic outcomes? I believe the Government’s better buses Bill will provide the perfect opportunity to do that.

[Dr Arthur]

The hon. Lady is summing up the debate well and I know that time is tight. She will know that the Transport Committee has just launched an inquiry into rural bus services that will focus on the social and economic aspect of those services, among other things. Will she encourage people in her network to respond to the call for evidence?

[Sarah Dyke]

Absolutely I will, and I encourage all hon. Members to do exactly that.

To summarise, I thank the Minister for his assurances. He knows that the Liberal Democrats will hold him to account.

Question put and agreed to.

Resolved,

That this House has considered the matter of improving public transport.

Bus Funding

Sarah Dyke Excerpts

Monday 18th November 2024 Commons Chamber

[Louise Haigh]

I am grateful to my hon. Friend. We know that franchising works; Greater Manchester went through the franchising process a year ago and it has already driven up revenues and passenger numbers. That has allowed Andy Burnham to step in and use that revenue to keep his own bus fare cap at £2. With the funding allocated today, local transport authorities can absolutely lower fares below the maximum of £3. I absolutely encourage areas that already have the powers to plan a bus network that is appropriate for their communities. The Department stands ready to work with Devon and Torbay to ensure that they can do that.

[Sarah Dyke (Glastonbury and Somerton) (LD)]

The new funding for bus services in Somerset is welcome, but my constituents often tell me that they need bus-rail links to connect areas not served by train stations. Will the Secretary of State outline the exact conditions for what each tranche of money must be spent on, to allow the council to plan much-needed improvements to services in rural areas?

[Louise Haigh]

The way the formula has been designed explicitly benefits rural areas, because a third of the allocation is dependent on bus mileage; that is why a number of areas, including Somerset, have done much better out of today’s allocation than in previous years. We are removing the controls that were previously required. All the funding will have to be spent on buses, but we believe it is right that local transport authorities take those decisions themselves rather than being constrained by central diktat from Whitehall.

Rail Performance

Sarah Dyke Excerpts

Monday 11th November 2024 Commons Chamber

[Louise Haigh]

I absolutely agree. For too long, passengers have not been able to rely on the railways, and it has driven people off them. We see in the latest Transport Focus data that people are gradually starting to feel more confident in using the railways, but we have a long way to go to turn the tide on the last 14 years of failure.

[Sarah Dyke (Glastonbury and Somerton) (LD)]

Improved rail performance is of course welcome, but my constituents in Somerton and Langport are not served by the railway at all. A family in Curry Rivel recently wrote to me; they are over half an hour away from the nearest train station, leaving them isolated from the train line. Will the Minister outline any plans she has to connect my constituents in rural areas to the railway?

Rural Bus Services

Sarah Dyke Excerpts

Wednesday 11th September 2024 Westminster Hall

[Dame Siobhain McDonagh (in the Chair)]

I will call Sarah Dyke to move the motion, and I will then call the Minister to respond. As is the convention for 30-minute debates, there will not be an opportunity for the Member in charge to wind up.

[Sarah Dyke (Glastonbury and Somerton) (LD)]

I beg to move,

That this House has considered bus services in rural areas.

It is an honour to serve with you in the Chair, Dame Siobhain.

Bus services in rural areas provide a crucial lifeline to many of my constituents. They link communities to hospitals, shops, high street services, and leisure and social activities. They take students to school and college, and they take adults to work. But there has been a worrying trend of decline over the past decade. Research from Channel 4 found that bus provision has decreased by 28% across England since 2011. There has been action from the previous Government, such as investing £3.5 billion into services since the pandemic and introducing the £2 fare cap, but that has been insufficient to arrest the decline.

The loss of services is especially prevalent in rural areas, and it detrimentally impacts those who live there. Rural bus service users travel an average of 47% further compared with their urban counterparts. They travel for longer, and their routes are funded less per head than those in urban areas.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Lady for bringing this debate forward; the turnout here in Westminster Hall is an indication of its importance for rural areas. I commend her on her diligence in this matter. Strangford has issues similar to those in the hon. Lady’s constituency: we have students who must travel up to 45 minutes on the bus to get to their local secondary schools. For those doing GCSEs and A-levels, staying in school later to study can become increasingly popular around exam times. Does the hon. Lady agree that more needs to be done to support schoolchildren who live in rural areas who perhaps are required to be in school earlier and leave later due to exams?

[Sarah Dyke]

I thank the hon. Gentleman for his intervention. That is an issue that I will come to later.

Budgeted local authority expenditure per resident in rural areas is on average £11.68, compared with £20.22 in urban areas. A report from the County Councils Network partly blamed how the previous Government’s national bus strategy apportioned funding. It found that two thirds of the funding went to urban areas, despite these areas having seen lower declines in passenger numbers than rural areas. It also found that councils in rural and county areas were experiencing a £420 million shortfall in their transport budgets, impacting their ability to subsidise operating routes regarded by the operator as commercially unviable.

[Robin Swann (South Antrim) (UUP)]

I thank the hon. Member for that point and for bringing this debate to Westminster Hall. Where rural areas in Northern Ireland do not have a central bus connection or even a bus route at all, organisations and individuals rely on community transport organisations, such as South Antrim Community Transport in my own constituency, to pick up the slack. That organisation takes people to hospital appointments and makes sure they can get their shopping where there is not a central bus service supporting those rural areas at all.

[Sarah Dyke]

I thank the hon. Gentleman for his intervention. Once again, I will come to that a little later.

I have spoken previously in this place about the rural premium that residents are forced to pay because they live in the countryside. The severe lack of decent bus services just increases people’s reliance on private cars, which they of course need to fill with fuel and maintain, thus increasing that premium. The Countryside Alliance research from 2022 found that rural households were spending almost £800 a year more on fuel than people in urban areas, and up to 6p more per litre of fuel.

Before I move on, I draw hon. Members’ attention to my entry in the Register of Members’ Financial Interests as a serving Somerset councillor. Somerset council receives around £25.15 per head from central Government to invest in bus services, while Campaign for Better Transport research reveals that 12 local authorities get around double that. One local authority receives more than £300 per head to spend on bus services.

Rural areas have a multitude of factors resulting in poor public transport connections. The lack of funding, sparsity of routes and smaller population centres have resulted in one in four bus routes ceasing to exist in county and rural areas over the 11 years between 2010-11 and 2021-22. A 2021 survey of rural residents revealed that only 18% felt they had access to frequent and reliable bus routes; 44% felt that bus routes had decreased over the previous three years; and 38% said that they did not use buses at all, due to the lack of frequent services.

That illustrates one of the issues that providers in rural areas consistently grapple with when trying to increase provision or save existing bus routes. Rural bus routes are less profitable, due to the smaller patronage. That means that routes are likely to be removed from service or be infrequent, so local people simply do not have the faith they need to use the local bus network. They do not trust that a bus will arrive, or know when it will arrive, so patronage drops, resulting in the route closing.

Key to improving the journey experience is providing easy access to information about bus timetables, clean buses, improved bus stops and bus stations, integration with other modes of transport, and giving priority to buses, especially in and around urban areas.

[Dr Simon Opher (Stroud) (Lab)]

I just wanted to say—

[Dr Opher]

Sorry. We have experienced a lot of problems with cross-border rural buses in our area. The hon. Lady mentioned local authorities. If there are two local authorities, it creates enormous problems. In Wotton-under-Edge, we have just lost the 84/85 bus service because we cannot get agreement from all the different local authorities to fund it. That is putting a severe strain on rural populations. I would ask for that to be considered.

[Sarah Dyke]

I thank the hon. Member for his intervention. I absolutely agree that collaboration with contiguous authorities is crucial. We must also provide confidence in bus services to increase footfall and make them more sustainable. I would like to thank the Somerset Bus Partnership for all the work it does to promote bus travel in my county.

In Glastonbury and Somerton, and across Somerset, we are facing a near-constant annual cycle where bus routes are threatened with closure and changes. Every year, the council and bus companies negotiate to come to an agreement to keep the route open for another year. If an agreement is reached, the bus route is saved for a whole cycle of events, until that cycle of events starts again, as a contract comes up for renewal a year later.

Earlier this year, I campaigned to save the 54, 58, 58A, 25 and 28 bus routes, which run through my constituency. Thankfully, Somerset council and First Bus South were able to reach an agreement to keep the routes, but some have had timetable changes imposed on them. Inevitably, some of those routes will be under threat yet again when the agreement needs renewal later this year. That is simply unsustainable.

[Anna Sabine (Frome and East Somerset) (LD)]

The reintroduction of funding for the Trowbridge to Bath bus service by Bath and North East Somerset council was vital for villages such as Freshford in my constituency. Does my hon. Friend agree that cash-strapped local councils are going to need confirmed, long-term funding commitments to help support those vital services?

[Sarah Dyke]

I thank my hon. Friend for her intervention. I could not agree more; it is crucial that local authorities are given the funding they need to provide these essential services. Local authorities are once again currently waiting for further information regarding the future of various sources of funding they receive from central Government. I submitted a written question to the new Government in July regarding the future of the bus service improvement plan and BSIP Phase 2 funds. While the response affirmed a commitment to improving bus services as part of their growth mission, it failed to provide specific details of plans.

Rural areas desperately need to see plans and to have those assurances of how vital services can continue to run. Earlier this week, the Government laid forward a statutory instrument that opened up bus franchising for all local authorities in England. I welcome the Government’s ambition to fix the country’s broken buses, but they must understand that bus services outside urban areas face different problems.

[Ben Obese-Jecty (Huntingdon) (Con)]

Of the 68 settlements in Huntingdon, eight currently do not receive a bus service at all, including Brington, Bythorn, Covington, Holywell, Keyston, Molesworth and Southoe. Does the hon. Member agree that the Government’s proposed introduction of bus franchising must make provision to ensure that those rural communities are included as the new routes are devised?

[Sarah Dyke]

I could not agree more with the hon. Gentleman. Rural bus services need to be given proper funding. They are so crucial to our residents and must be aligned with those urban resources, because there are different problems, as I mentioned.

Rural areas often see low passenger numbers, but those who use the bus services are absolutely reliant on them. The previous Government, in their bus back better plans made a commitment to providing

“guidance on the meaning and role of ‘socially necessary’ services, expanding the category to include ‘economically necessary’ services”.

That did not happen, leaving more uncertainty about the future of the services and failing to provide the protection they need. Will the Minister provide specific guidance on the protection of bus routes for social and environmental reasons?

In my constituency and in other rural areas across the country, there are people for whom bus services are an absolute lifeline. One family from Templecombe told me that their daughter—a single mother who cannot drive due to a medical condition—relies on the 58 bus to take her children to school and college. They rely on the same bus to see their GP in Milborne Port and to get to Wincanton. Thankfully, that route is saved for now, but that one example demonstrates how crucial buses are for those who are reliant on them. That is why, in the last Parliament, I tabled the Public Transport (Rural Areas) Bill, which would have set a minimum service level for the provision of public transport in rural areas, ensuring that people have access to major sites of employment, education and leisure.

[Carla Lockhart (Upper Bann) (DUP)]

I commend the hon. Member on her efforts this morning. In Upper Bann this year, it is evident that rural children have been disadvantaged, with some children left standing on the side of the road without transport to school because of capacity issues and a lack a planning. Does she agree that that is unacceptable, whether in Upper Bann in Northern Ireland or in her constituency of Glastonbury and Somerton, and that rural people should not be disadvantaged in that way?

[Sarah Dyke]

That was the exact point of the Public Transport (Rural Areas) Bill: to make sure there is a service level agreement so people can travel where they need to go, particularly for education and work. The economic benefits public transport brings can be huge. Research from the Confederation of Passenger Transport measured the economic benefits buses bring, finding that every £1 that Government spend on better services and bus priority schemes can secure economic benefits of up to £4.55.

We must recognise that in rural areas alternative forms of bus routes can play a major role in ensuring that type of access remains. The Liberal Democrats made a commitment in our manifesto to supporting and encouraging alternative services such as on-demand buses. Those types of buses have already been rolled out across certain areas of my constituency to great success.

For instance, the Slinky service is a door-to-door demand-responsive transport service funded by the council. It operates in the Langport and Somerton area and the council is currently trialling a digital offering, aiming to make the service easier to access. The Liberal Democrats have also committed to keeping bus routes affordable by retaining the £2 fare cap while fares are reviewed. I invite the Minister to comment on whether an announcement will be made on the future of the bus fare cap post-31 December.

The Liberal Democrats recognise the need to support local authorities and bus companies to switch their offering to zero emission buses. Buses have a key role to play in tackling climate change and meeting our decarbonisation targets. Research commissioned by the Confederation of Passenger Transport found that if we all took the bus instead of the car just twice a month, we would create a reduction of 15.8 million tonnes of CO₂ by 2050.

Britain is at the forefront of the green bus transition in Europe, and bus services are outpacing other road vehicles such as cars, vans and trucks in decarbonising. However, take-up varies between regions and is more challenging for smaller and rural bus operators, which may struggle with the cost of financing new vehicles and the necessary infrastructure. The UK’s 2050 carbon reduction commitment relies on a transition to zero emission vehicles but also a modal shift to public transport, and we must ensure that rural areas are included in that. With assistance from the Government, we welcomed a new fleet of 25 electric buses to our roads in Somerset earlier this year. They are much needed, and we must ensure that the transition continues and rural areas are not forgotten.

I turn to the need to include buses in integrated travel plans across rural areas, especially those that are poorly connected to the rail network. The new Government have thrown doubt on rail projects around the country by cancelling the restoring your railway fund, and residents in my constituency who worked hard to bid into the fund are devastated that the proposed station in the Langport and Somerton area could be scrapped as a result. That area has the longest stretch of rail between London and Cornwall without a connection to the rail network, and delivering a station there would provide 50,000 residents with access to trains and drive economic growth. We must provide a train station in the area, but the journey to delivering a station must include integrating local bus services into existing train stations in Castle Cary, Bruton, Taunton and Yeovil, just outside my constituency. We know that there is demand for a train station, and we want the opportunity to prove it.

There is currently no direct bus between Langport and Somerton and Castle Cary, so people wishing to access rail at Castle Cary need to change, which makes the shortest journey time around one hour and 17 minutes. By private car, that journey would take no more than 30 minutes. There are also no public transport links between Street and Glastonbury and Castle Cary station. Taunton station can be reached by changing at Somerton. Many residents have reached out to tell me that they need a dedicated bus service from Glastonbury to Castle Cary station. Again, that route would take less than 30 minutes by private car, but the available bus options require using up to three different buses, taking two hours.

That type of offering makes it impossible for people to consider taking buses to access the rail network for work or education, making people more reliant on their private cars and making decarbonisation targets harder to achieve. We can take some quick steps, such as reviewing timetables to ensure that rail services are better integrated with local bus services, and we must work with local bus companies to put on services and create bus stops that are branded as rail links.

It has been proven that integration of bus and rail can grow patronage for operators of both while opening up new opportunities to connect communities across Somerset. There are good examples in Devon and Cornwall demonstrating that this works, and evidence shows that communities feel better connected to the rail network as a result. The new Government have promised to develop a long-term strategy that will create unified and integrated transport systems. Bus and rail links must be a central part of that strategy in rural areas, and local authorities must be given the support to work with key stakeholders to make this a reality.

For too long, buses have been in decline. They have been unsustainable, inaccessible and unreliable, and have failed to meet the needs of those who use them, but there is a way forward that can deliver opportunities for people in rural areas. I believe that the integration of public transport must form a major part of new plans, and I am eager to hear from the Minister how the new Government will provide rural communities with the services that we need in both the short and the long term. We must protect crucial existing routes, make bus travel fairer for rural residents and explore new avenues to make rural bus travel more sustainable, accessible and flexible.

In addition, any powers passed to local authorities must come with funding or any changes will, frankly, flop badly. It is not clear how areas that are not local transport authorities will be able to get involved. We must also recognise the crucial role that bus travel has to play in meeting decarbonisation targets, encourage modal shift from private cars to buses, and improve bus and rail integration. People should be able to get by bus where they want to go, when they want to go, and their journey should be reliable, comfortable and affordable.