Local Bus Services

Debate between Andrew Gwynne and Mary Creagh

Wednesday 5th November 2014 Commons Chamber

[Mary Creagh]

My hon. Friend makes a good point, and only this morning I met Councillor John McNicholas from Coventry to discuss some of the issues with Centro and the west midlands.

I want to talk about three big issues. The first is why buses are so important to our economy, and the second is what has happened to buses under this Government. Finally, I will set out how a Labour Government will empower local authorities to take control of local transport.

Let me begin with why buses are important. Buses give people the freedom to work, learn, explore new places and connect with new people. Nearly 5 billion bus trips are made in Britain each year, and three times more trips are made by bus than by train. Buses take the unemployed to job interviews and to work, and they take young people to their exams, colleges and into their futures.

I congratulate Councillor Liam Robinson, chair of Merseytravel, who spotted that young people from larger families were not turning up to school on Thursdays and Fridays. Why? Their families had run out of money for bus fares. He negotiated a young person’s ticket where the fare is capped at £2 a day instead of £1.30 a journey. The number of bus users has grown as a result, and young people in Liverpool and Merseyside no longer miss out on their education.

[Andrew Gwynne (Denton and Reddish) (Lab)]

My hon. Friend is right to mention the affordability of bus services. Is she aware that in Manchester, for example, to travel six miles on buses costs more than £3, yet here in London that same six-mile journey using an Oyster card would cost just £1.45? Do we not need affordable public transport too?

[Mary Creagh]

I could not agree more with my hon. Friend, and I was talking to Councillor Andrew Fender only this morning about some of the difficulties faced in the Greater Manchester area. If someone travels over a whole day in London within certain zones their bus fare will be capped at £4.40, but if they live anywhere outside London their fare is not capped and they pay far more.

Buses take people to the GP and to hospital appointments. When I visited Plymouth in July, Labour council leader Tudor Evans, my hon. Friend the Member for Plymouth, Moor View (Alison Seabeck) and Labour candidate Luke Pollard told me how a previous short-sighted Tory city council had sold off the city’s municipal bus company. [Interruption.] We heard the word “excellent” from the hon. Member for Thurrock (Jackie Doyle-Price). I am sure her constituents would be pleased to hear that.

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[Mary Creagh]

I aspire to a country in which even the Duchess of Westminster travels on the Clapham omnibus—or even the Westminster omnibus.

We know that the rise in bus fares has disproportionately affected the frail and the vulnerable, as well as young jobseekers and those on low incomes without access to a car. We know, too, that in some rural areas, bus services have all but disappeared—the result of this Government’s deep cuts to supported services, which my hon. Friend the Member for Coventry South (Mr Cunningham) mentioned. Freedom of information requests by my right hon. Friend the Member for Leeds Central (Hilary Benn) uncovered the fact that local authority bus subsidies across shire counties were cut by 23% in real terms between 2010 and 2014. Conservative Northamptonshire county council cut its subsidy by 55%, and Conservative-run Suffolk by 50%.

In cities outside London, there is a chaotic mix of local control over trams and metros, private provision of buses and nationally operated rail franchises—no integrated ticketing, no real-time information and no fares information at the bus stop. The bus companies say, “Ask the driver”, but can we imagine going to Tesco for a loaf of bread and being told that we have to take it to the checkout to find out the price? There is often no usable map of the bus networks and their connections. Instead, different bus companies compete for fares.

[Andrew Gwynne]

Is not the issue here that Transport for London set the frequency and set the standards and bus companies bid to be part of the network, whereas Transport for Greater Manchester does not currently have those powers so that private bus companies set the network and TFGM has to infill with minuscule resources that it does not have?

[Mary Creagh]

That is indeed an important point. The competition in London happens at the point of contracting the routes, whereas in Manchester the theoretical competition happens on the road. I was on a bus in Manchester last Friday, so I know my hon. Friend makes an important point about the sort of private provision and the sort of competition that benefit not just people, but our economy, jobs and growth. If we do not have transport mobility, we will not have social mobility because people will not be able to move out of their areas to look for work, further their education and better themselves.

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[Mary Creagh]

Thank you, Madam Deputy Speaker. Perhaps we should have a bell that Members can ring.

I am not sure that I should say who attended the summit. Officers from Devon county council attended, as did one Conservative leader, but I am not sure that he would be pleased with me if I named him. [Hon. Members: “Name him!”] No, I will not. It is for me to know and for other Members to find out. [Interruption.] It was not a secret summit. All 105 city and county leaders were invited.

At the summit, we discussed how London-style powers could bring more small and medium-sized bus companies into a market in which five big companies take 70% of the business. We noted that those five operators all complain about a regulated market outside London, but are happy to operate in a regulated London bus market. We discussed how the voice of the passenger left waiting at a bus stop could be heard, how we could overcome the barriers to open data about buses, how ticketing could be linked with trams and trains, and how interchanges could be made easier. We also discussed the fact that communities can be isolated just a mile from a city centre if there is no bus, which is what happens on the Peacock estate in Wakefield.

On Monday, Stagecoach claimed that it could deliver multi-operator Oyster-style ticketing across the country by 2015, which came as a surprise to many Members. We know that unless the law is changed, it will not be able to deliver multi-operator tickets with a daily price cap. Stagecoach has also claimed that politicians are

“peddling the myth that London is best”

for buses. This morning, however, one councillor referred to London as the “magic kingdom” of buses. London has 7 million regular Oyster card users. In contrast, the Secretary of State this morning heaped praise on Centro in the west midlands for having just 3,000 smart card users.

I want to seize this opportunity to fix the broken bus market. The current problems stem from an over-centralised state, and the Government have done nothing to change that. All local authorities face different transport challenges. Only when public transport, cycling and walking become attractive options will they grow and improve.

I do not think it is fair that only London provides passengers with one ticket for every form of public transport, always guaranteeing the lowest fare and capping daily bus usage at £4.40.

[Andrew Gwynne]

My hon. Friend is right to mention the multi-modal travel that is made possible by the Oyster card. If someone began a journey in Manchester on the train, transferred to Metrolink and then transferred to a bus, people would think that they were absolutely bonkers. Not only do those three travel modes not join up, but it is not possible to obtain a single ticket that can be used on all of them.

[Mary Creagh]

My hon. Friend has made another excellent point. I have experienced that myself. When I caught a tram from the station, a return journey cost £1.50, and I then had to take a bus to the venue, which cost £1.40.

I do not think it is fair that only London provides audio-visual announcements on all buses for the benefit of deaf, blind and partially sighted people. I do not think it is fair that only London provides seamless interchanges with real-time information that makes door-to-door journeys easy. When I was visiting—I think—Milton Keynes, a lady said to me “We call them ghost buses. You stand at the bus stop and you see from the countdown that buses are coming, but when they are due, they just do not turn up. Why are there these ghost buses in the system?” We know that there are problems with technology and other equipment, but why are the problems ironed out in some cities and not in others? Labour will ensure that cities are given the powers they need to take control of their transport system, no longer playing second fiddle to the capital. Bus provision where cities let the routes will unlock efficiencies to cut fares, run more buses and invest in growing the network. Bus provision must become quicker and easier to achieve. We want a bus market that is growing, not dying by a thousand cuts.

Transport plays a vital role in driving economic growth. Devolution is important and control over transport is important, but transport is much more than that. It has profound effects on us as people and on the places where we live. It affects our health, our environment and our quality of life. Buses are the lifelines of our cities, towns and villages. Buses enable people to get to work, bring jobs and growth to our high streets, reduce isolation and ensure mobility for those unable to drive.

Labour is the party of the bus user. In government over 13 years we increased funding for buses from £774 million in 1997 to £2.3 billion in 2010.

Environmental Protection and Green Growth

Debate between Andrew Gwynne and Mary Creagh

Wednesday 26th October 2011 Commons Chamber

[Mary Creagh]

That is a very good point. I wonder whether the Minister will say something about Labour’s “Food 2030” strategy, which looked at food security both nationally and internationally, on which the Department has been eloquently silent since the Government came to power.

To return to carbon reporting, I cannot help but wonder whether the Department is deliberately inflating costs and reducing benefits as part of a go-slow on these areas. We know that that go-slow is driven by the climate change sceptics at the Treasury and the Cabinet Office. When can we expect the results of the Department’s consultations? What are the Minister’s plans to help companies whose biggest environmental impact is not carbon-related, but water consumption, as in the case of the food industry, the amount of waste they send to landfill or the natural resources that they consume?

The Government can drive green innovation in the food industry, our largest manufacturing sector, by using public procurement as they are the UK’s largest buyer. DEFRA is charged with overseeing the Government’s buying standards on sustainable food. Recent figures show that just 11% of Department for Work and Pensions food is sourced to UK animal welfare standards. In today’s Farmers Weekly, there is the extraordinary spectacle of a DEFRA Minister slamming his own Department for not meeting higher food standards, instead of standing up and taking responsibility for the poor performance. It was not like that when my hon. Friend the Member for Ogmore was in government. I suppose that he wanted to get his criticism in before mine today. That is no way to treat the nation’s civil servants.

Waste is big business. The sector employs 142,000 people and has a turnover of £11 billion. There are companies that collect waste, treat it and turn it into new resources and energy for the nation, as in the case of Ricoh that was cited by my hon. Friend the Member for Telford.

[Andrew Gwynne (Denton and Reddish) (Lab)]

I commend to my hon. Friend the partnership between the Labour-led Greater Manchester waste disposal authority and Viridor Laing, which has invested £630 million into new high-tech mechanical separation facilities, including one near the edge of my constituency in Bredbury in the seat of the Under-Secretary of State for Communities and Local Government, the hon. Member for Hazel Grove (Andrew Stunell). The partnership’s aim is to compost 50% of waste and to reduce by 75% the waste that goes from Greater Manchester households to landfill.

[Mary Creagh]

I pay tribute to that scheme, because it has created certainty not just for the council, but for employment in the area and it will drive down the council’s waste emissions. Biodegradable material decomposing in landfill generates 40% of the UK’s methane emissions and 3% of the UK’s greenhouse gas emissions. In government, Labour trebled household recycling from 11% to 40% with schemes such as that mentioned by my hon. Friend.

The Government’s recent waste review was a missed opportunity to boost recycling and create new green jobs. It was overshadowed by the in-fighting over weekly bin collections between the Secretary of State for chicken tikka masala and the Secretary of State for Environment, Food and Rural Affairs.