Bus Services

Debate between Stephen Hammond and Andy Sawford

Tuesday 17th June 2014 Westminster Hall

[Stephen Hammond]

The Minister certainly will. I am happy to read out the ridership numbers, but there is nothing in those numbers that suggests there has been an increasing rate of decline in bus use since 2010. That is simply true. I am happy to check my facts in the Library. I have the numbers before me, and I can read them out if the hon. Gentleman wants them. The fact of the matter is that the numbers do not support his argument.

It is true, of course, that bus usage and access to buses are important for a healthy, growing economy. The recent survey by the university of Leeds reinforces that point. Bus commuters generate some £64 billion in economic output, and one in five journeys is a journey to work. Shopping and leisure trips generate annual value of some £27 billion.

The Government, far from what is suggested in some portrayals, remain committed to improving bus services, and expenditure on buses reflects that: 42% of all bus operator income comes from public funds. This year, the Government will spend more than £1 billion on concessionary travel entitlement and more than £340 million in direct subsidy to bus operators in England. More than £300 million has been allocated to funding major bus projects in the last year; that is on top of the provision through the better bus areas fund to deliver improvements in 24 local authorities, which cost more than £70 million, and the £20 million to support community transport. Many bus improvement schemes have also been funded as part of the £600 million local sustainable transport fund.

A total of £95 million has also been provided for four rounds of the green bus fund to improve environmental performance. We are also jointly funding a three-year project with Norfolk county council to determine a delivery model for smart ticketing across England, recognising that smarter ticketing will continue to drive easier access. In the 2013 spending review, we protected bus spending until the end of 2015-16, despite the current economic circumstances. All that demonstrates a commitment that was not recognised in some of the contributions.

The Government recognise that improvements can and must be made. In 2012, our document “Green Light for Better Buses” set out our plans for buses. The proposals included reforming bus subsidy, improving competition and incentivising partnership working. The hon. Member for Corby gave a clear example of what partnership working can deliver in his support for Stagecoach, some of the services that it is delivering, and the way that it has improved a number of them. Improving partnership working is increasingly important.

There is no doubt that these are challenging economic times. Government and local authorities have had to make difficult decisions about some spending priorities, but we want to ensure that the bus market is still attractive to all operators—large and small, urban and rural—by ensuring that funding is allocated in the fairest way, giving the best value for taxpayers and ensuring the best service.

[Andy Sawford]

For the record, the services that I mentioned have not improved; they have been reduced significantly. My praise for Stagecoach relates to it having worked with me to keep as many buses on the road as possible. If the Minister’s argument rests on saying that rider numbers are not declining any more steeply than in previous years, it is a pretty disappointing argument. The Minister for Transport ought to set out a vision of how to improve public transport. People still need to get to work, of course, as my hon. Friend the Member for Houghton and Sunderland South (Bridget Phillipson) illustrated; they now just have to wait for an hour, or two hours, and struggle to access bus services that should be much more reliable and available.

[Stephen Hammond]

As I am sure the hon. Gentleman will have noticed, I remarked a moment ago that we have set out a vision for how to improve bus services throughout this country and a view on how we can ensure better services in various areas. I will make some remarks about rural buses in a moment. However, neither he nor I can ignore the trend of declining ridership, whereas for the deregulated rail service, ridership has doubled since privatisation. The idea that we can simply ignore the numbers is not true.

The bus service operators grant has been paid directly to bus operators. To be fair, it has been paid for many years in a blunt and relatively untargeted way based on fuel consumption. Local authorities have told us that they can make the bus subsidy deliver better value for money by working in partnership with bus operators to grow the bus market. As several hon. Members have pointed out, the characteristics of local bus markets differ, so different solutions will undoubtedly be appropriate in different local areas. The Government therefore believe that it is for local authorities to decide which route to pursue. This year, £43 million in BSOG funding will be paid directly to local authorities rather than bus operators; that will relate to the services that councils fund. That will give communities more control over how the money is spent. The funding is now ring-fenced until the end of 2016-17 to provide a period of stability.

The hon. Member for Corby asked several questions, one of which involved concerns about the quality of Centrebus. He will know that all vehicles must meet the relevant standards for roadworthiness enforced by the Driver and Vehicle Standards Agency. If he has any concerns about that, I will be delighted to help him ensure that the DVSA undertakes that operation. He also discussed the poor reliability of service. Again, that is entirely a matter for the traffic commissioner; I encourage him and his constituents to raise any concerns with the traffic commissioner, who has powers to take regulatory action against operators that are failing to deliver the service that they are contracted to deliver.

The Government are also committed to protecting the national bus travel concession, which is of huge benefit to about 11 million people, allowing free off-peak local travel anywhere in England. The concession provides older and disabled people with greater freedom, independence and a lifeline to their community. It enables access to facilities in local areas, helps them keep in touch with family and friends and brings benefits to the wider economy. The issue of young people’s travel and fare levels is complex. There is no statutory obligation to provide discounted-price travel to young people. Many commercial and publicly funded reductions are available.

Bus services in rural areas do not depend only on public funding. Commercial operators will provide services in areas where there are enough passengers, and overall commercial mileage in very rural areas of Britain has increased rather than decreased over the past year. However, the Government accept that where commercial services are not feasible, local authorities must and do play a vital role in supporting rural bus services. Almost 30% of bus mileage is in predominately rural authorities, and it is therefore for local authorities to decide what is the best support to put in place in response to local views.

It is vital that local authorities have the opportunity to maximise the funding that they provide. To help with that, last year my Department met its commitment to publish revised guidance to local authorities on best practice when procuring local bus services and other types of road passenger transport. Although I recognise that a lot of innovative and hard work is done by councils all over the country, there is certainly scope to do more. The best practice document sets out some really good practice and highlights some of what local authorities can achieve.

Providing bus transport solutions in rural areas can be challenging. Undoubtedly, the traditional fixed-route service operating to a timetable cannot be and has not always been appropriate. The combination of lower passenger numbers and longer journeys can also put pressure on funding. That is why many local authorities, learning from best practice, are considering other solutions, whether they involve supporting community buses provided by voluntary services, dial-a-ride or other types of demand-responsive transport such as taxis and minicabs. My Department is undertaking further work to examine the barriers to procurement of better types of service, and we are committed to ensuring that that knowledge is spread through the industry.

In conclusion, this Government believe in buses. Since 2012, we have set out a clear vision for a better bus service with more of what passengers want: punctual, interconnected services, greener and more fully wheelchair-accessible buses, and widely available smart ticketing. That will encourage more passengers to use the network, cut carbon and encourage economic growth.

Street Lighting (Residential Areas)

Debate between Stephen Hammond and Andy Sawford

Thursday 17th January 2013 Commons Chamber

[Stephen Hammond]

I certainly agree with my hon. Friend.

I shall touch on a solution that Northamptonshire county council offered to Corby in a moment. The council decided in January 2011 that it should find an additional £1 million saving from its street lighting, bringing the total amount of savings that it wished to achieve to some £2 million per annum. The council undertook a consultation on its proposals, which was promoted in the local press as well as on the council’s website. I know that many of the hon. Gentleman’s constituents had concerns about that process, and felt that it was not sufficiently widespread.

The council commenced switching off lights in April 2011, and the process continued through to August of that year. Out of the council’s asset of 67,000 street lights, almost 30,000 were switched off. In Corby, 3,681 of the 8,275 lights have now been switched off. The hon. Gentleman will be aware that, in response to some of the criticisms of the consultation process, a further consultation was carried out with county councillors.

[Andy Sawford]

I am slightly confused by the Minister’s approach. He says that it is not his position to direct the local authority, but I have not asked him to do that; I am a localist. I have, however, asked him to advise me on the Government’s position, in the light of all the research that I have highlighted, including that of the Home Office. He seems to be reading from a brief from the county council, which can well speak for itself, rather than setting out the Government’s position on this matter.

[Stephen Hammond]

The hon. Gentleman has made his speech, and if he will forgive me, I am now setting out the Government’s overall responsibility and the liabilities and duties of county councils. I am setting out the situation, as he did, and if he will wait a few minutes longer, I will make some comments on the Government’s response. It is important to set out the case, so that we can understand it and so that we can all agree on what is actually happening. That is what I am attempting to do.

I have just made the point that, in response to criticism, the county council carried out a further consultation. The chief executives of all of the county’s borough and district councils were sent letters and invited to meetings on street policy. Written responses were received from three borough councils in Northamptonshire, including Corby, which asked that the lights be put back on in crime or accident hot spots. I think that the hon. Gentleman would acknowledge that the county council has addressed some of those concerns, and that changes were made to the policy as a result, specifically in regard to the reduction of repair times, as well as to switching the lights back on.

During the switch-off period across Northamptonshire, the public were invited to submit appeals if they felt that the proposed policy was not being correctly applied. In theory, that appeal period was due to end in September 2011, but in practice it was extended until December 2012. During that period, the council considered some 4,000 appeals and, as a result, nearly 1,000 street lights were turned back on.

I understand that the leader of Northamptonshire county council met the leader of Corby borough council—I am not sure whether the hon. Gentleman was present at that meeting—to try to come to some arrangement on the street lights in Corby, and offered to switch back on any lights that the borough council wanted to be kept on, so long as the borough provided a 50% funding contribution. I also understand that, although the borough council has made a certain amount of noise, it has not yet taken up that offer.

[Stephen Hammond]

My hon. Friend makes an interesting point.

Before I leave Northamptonshire, it is worth saying—and it is important to point out—that the reduced energy usage that the change in policy will have yielded by the end of March 2013 is expected to be approximately 10,500 tonnes of carbon saving, and there will be annual savings in excess of 5,000 tonnes in the future.

[Andy Sawford]

Given that the Minister has chosen to focus many of his remarks on local research about how Corby council responded, let me remind him that my constituency covers two local authorities. I have mentioned examples in Raunds and Irthlingborough in another local authority. In the interests of balance, those people might be interested to know the Minister’s views on how their local authority responded, the number of lights turned off in their areas, and so forth. That would be very interesting.

[Stephen Hammond]

I am happy to come back to the hon. Gentleman with the numbers, but my point is that Corby did respond and it was made an offer. [Interruption.] I am saying that Corby did respond to the leader of the county council, who then made an offer to respond to Corby council’s demands. So far, Corby council has not responded.

Let me say a few words about the Government’s policy on street lighting. It is, of course, right that local authorities, not central Government, consider—in the interests of cost-saving and the environment—whether lighting can be sensibly dimmed or switched off, consistent with proper safety assessments. We are aware that a number of local authorities around the country have commenced similar lighting projects to deliver energy savings and carbon usage reductions. Guidance produced by the Institution of Lighting Professionals is available for any local authority that wants to adopt such a scheme. We are aware that a number of local authorities are taking the decision, following traffic incidents, to switch some lights back to an all-night operation at certain locations, as the hon. Gentleman said. It is, as I have said, the duty of the local authority to ensure that street lighting is maintained if it has chosen to provide it.

The hon. Gentleman raises perfectly reasonable concerns about possible increases in crime. That is understandable, and the reduction of street lighting might cause some people to question their safety and security. However, evidence to date from authorities up and down the country that have adopted switching-off policies between midnight and 6 am, or have switched off lights permanently, shows no relationship at the moment between reduced street lighting and increases in crime levels. That has been backed up by a number of police authorities, which have made statements to confirm that crime levels have not increased since councils adopted the policy of switching off lights between midnight and 6 am.

The Department is aware of work undertaken last year by Warwickshire county council, which contacted 30 local authorities to see whether there was any measurable impact on crime or road safety. The evidence is not conclusive, but from the monitoring undertaken by the county council and by these authorities so far, no significant increases in either crime levels or road accidents have been reported. There will be individual cases, and I offer my sympathy to the young gentleman who was knocked down, but nationally recognised research papers, including Home Office research, are similarly inconclusive on this point.

The Government would, of course, advise that any authority should work closely with the emergency services, community safety and other key partners when considering the street-lighting needs of local people. We also advise local authorities to monitor the impacts following implementation of any street-lighting changes and to ensure they have provision for reversing any of the changes, should the need arise.

So, in conclusion, remote monitoring, dimming, trimming and switching off of street lights can play an important part in reducing energy costs, light pollution and carbon emissions. That is clearly a matter for local authorities.

I listened carefully to what the hon. Gentleman said. He made a powerful case on behalf of his constituents, and I note the concerns that were expressed. I suggest that he should continue to raise them directly with the county council.

Question put and agreed to.