Bus Services Bill [Lords]

Andy McDonald Excerpts

2nd reading: House of Commons
Wednesday 1st March 2017 Commons Chamber

[Andy McDonald (Middlesbrough) (Lab)]

I begin by placing on the record my relief that the Bus Services Bill is finally having its day in the House of Commons. We have been waiting for this piece of legislation for some time—and you know what happens, Mr Deputy Speaker, you wait an age for a Bill and then another one comes along in a minute, namely the Vehicle Technology and Aviation Bill.

I would like to thank all those involved in the passage of this Bill so far—the noble Lords on both the Government and Opposition Benches, members of staff and Clerks of the House, as well as my Labour colleagues, of course, both Front and Back Benchers, who have campaigned relentlessly for better bus services and have paved the way for the Government’s change in policy and this Bill.

The original Bus Services Bill has been expertly scrutinised and amended, leaving us with a much improved piece of legislation. Labour supports the Bus Services Bill, and we welcome the changes made in the Lords, which we hope to retain as the Bill goes forward.

Buses are an integral part of the UK’s economy and social life. Sometimes, a disproportionate amount of attention is paid to our railways and to aviation, but it is buses that play by far the most important public transport role for the greatest number of people. This is clear when looking at the number of passenger journeys alone. For example, there were 1.7 billion passenger journeys on our railways last year, a figure dwarfed by the 5.2 billion passenger journeys made by bus. Whether people are travelling to work or school, visiting family or attending a hospital appointment, it is more likely that they will do so by bus than by any other form of public transport. Buses provide a vital service to people in all areas of the country, supporting local economies, tackling congestion, combating social exclusion, and lessening environmental and climate change impacts.

This is why we want to see local authorities empowered and enabled to support thriving bus services, and to reverse the long-term decline of bus services that was brought about by the disastrous deregulation of bus services in England outside London by the Conservative Government in 1986. This Bill is an acknowledgment that the deregulation of bus services has not worked.

[Steve Rotheram (Liverpool, Walton) (Lab)]

I apologise to my hon. Friend for being late for the debate. Members will know that I have other duties on a Wednesday. Does he agree that the Bill and its related secondary legislation and guidance should enable a simple and straightforward process for metro mayors to introduce bus franchising in their area if that is what they and their combined authorities wish to do?

[Andy McDonald]

I could not agree more with my hon. Friend. If this is to mean anything, making this happen in reality must be a smooth and quick process rather than a long and protracted one.

The rationale behind deregulation was that turning services over to the market would give the customer the final say; companies would compete and, as a consequence, would better cater their services to passengers. In theory, it is a competitive market, but in reality most bus services are provided by five large companies that avoid competing against each other. Since deregulation, bus use in metropolitan areas has decreased by a half and in non-metropolitan areas by a fifth. Meanwhile, in London, where buses were not deregulated, bus journeys have increased by 227%, mileage has increased by 74% and London journeys now outnumber bus journeys in the rest of England, while fare increases have been lower than in the city regions.

[John Pugh]

In London, a lot more schoolchildren use buses. Does the hon. Gentleman believe that more could be done in the context of this Bill to encourage youth to use buses?

[Andy McDonald]

I would always want to see our young people encouraged to use our bus services. I was somewhat disappointed when I heard what the Secretary of State said about young people and their access to buses. He might want to reflect on that as the Bill proceeds.

[Gordon Marsden]

As my hon. Friend will know, the background behind the inability of local authorities to subsidise travel schemes for young people is the huge cuts to local authority funding over the whole period of this Government and the previous one. Is it not scandalous that this Government have brought nothing forward in any shape or form to permit major improvements, particularly for young people, students and apprentices, in this area?

[Andy McDonald]

Indeed. I could not agree more. One of the critical issues facing our young people today is getting from A to B—to get to their further education colleges or to go after job opportunities, especially when they have to work with the Department for Work and Pensions in trying to find work and are then penalised if they do not get there. It is critical to have a properly integrated transport system across the country so that young people can benefit from it.

[Andy Burnham]

If I am successful, I would be looking to give young people in Greater Manchester, particularly 16 to 18-year-olds, concessionary or free bus travel. In my view, that could be a replacement for the education maintenance allowance, which was so wrongly scrapped by the Conservatives. Does my hon. Friend believe that that policy could be worth looking at as a Labour policy for the next general election, using the powers granted by this Bill?

[Andy McDonald]

I wholeheartedly agree with my right hon. Friend. If that initiative, which tries to redress the imbalance that has been visited on our young people, is to be put in place in areas such as Manchester, I am convinced that it will completely appeal to people and that it will be the right measure to address the deficit that he so accurately described.

[Chris Green (Bolton West) (Con)]

Has the hon. Gentleman costed Labour’s new policy of giving free concessionary travel to 16 and 17-year-olds?

[Andy McDonald]

Suggesting that we will not extend assistance to 16 to 18-year-olds says more about the hon. Gentleman’s attitude towards young people than it does about Opposition Members.

Under the current system, bus companies determine their routes and provision of services on a commercial basis, which means that commercially unprofitable but socially valuable services are left for local authorities to support. Since 2010, more than 2,400 routes have been downgraded or withdrawn. A combination of Government cuts and commercial operators deciding provision on a commercial basis means that individuals or communities become isolated, cut off from employment, education, healthcare, and friends and family.

[Mr Betts]

The Secretary of State derided what was happening before deregulation when, in fact, bus services were affordable and available. My hon. Friend makes a very good point. Under the current arrangements, we often see bus companies over-competing on the main routes, but providing no services at all to the wider-spread communities. With regulation, we can use the same resources and the same number of buses to provide a better service to those currently disenfranchised communities.

[Andy McDonald]

My hon. Friend makes an entirely proper point. That problem is repeated throughout this country. People on our outlying estates do not even have access to bus services, because those services are run on narrow channels. Operators exploit those narrow routes for the singular purpose of maximising commercial profit, and they do not give a hang about the socially important things such as ensuring that people are connected in their communities.

[Simon Hoare (North Dorset) (Con)]

Let me disabuse the hon. Gentleman. On this variety of choice and the duplication and triplication of routes to which he refers, he can come to Dorset, Somerset or anywhere in the south-west and he will not find such issues. That is a metropolitan problem from which we would love to suffer.

[Andy McDonald]

I am very grateful to the hon. Gentleman for highlighting the fact that there are vast swathes of towns and cities that are not served by a comprehensive bus network. They are left isolated for considerable lengths of time. Some inner-urban areas have no services whatsoever on a Sunday. That is the reality of the bus services in this country at the moment.

I am delighted that we have an opportunity to put buses front and centre of the national conversation about transport. This Bill is to be welcomed, as is the historic U-turn of the Conservative party towards re-regulation of our bus services, which is something that Labour has consistently fought for.

Although this Bill appears to be an acknowledgment by the Government of the failure of the deregulation of buses, the Bill as originally drafted did not go as far as we would have wished in remedying the underlying problems in the current model. In its current form, the Bill gives local authorities a number of options to improve bus services, allowing authorities to work in partnership with private operators, to plan and run their own network of bus services, or, if they wish, to keep things as they are. The recognition that local authorities can best judge what services they require and should be allowed to select the model that best meets their particular needs is welcome, but, if changes made in the other place are reversed, the freedom to deliver the best services will be taken away.

Powers to re-regulate local bus services should be available to all areas that want them, not just to combined authorities with an elected mayor. Not all areas want a combined authority, and the Government do not intend that every area of the country should be covered by a combined authority. That does not mean that the Government should prevent those non-combined authority areas from improving bus services solely on the basis that they are not combined authorities.

[Chi Onwurah]

The point that my hon. Friend makes is particularly appreciated in Newcastle and Tyne and Wear where we do not yet have a combined authority and where we do not seek to have a mayor, but where we have long sought to have better control of our bus services. Our bus services are critical in Newcastle, as they are how we get to work. I have received so many complaints and concerns about the bus services. Will he urge the Secretary of State to ensure that Newcastle and Tyne and Wear can finally control their own services?

[Andy McDonald]

I have no hesitation whatsoever in urging the Secretary of State to do exactly that. Newcastle has a proud history of focusing on trying to deliver the best possible services for its people. To be prevented and excluded simply because it does not fit the devolution model currently on offer is basically to deny localism to huge swathes of our country, which cannot be the intention of any sensible Government.

[Huw Merriman (Bexhill and Battle) (Con)]

Has the hon. Gentleman made an assessment of which local authorities would want to take up these opportunities? In 2000, the Labour Government introduced a contract scheme, which they described as similar to franchising, yet not a single authority has used it. Where is the evidence that more authorities want these powers?

[Andy McDonald]

The hon. Gentleman is referring to the quality partnership schemes that Labour brought in. Interestingly, what he says makes my point. It is up to local authorities to make the decision for themselves. It is not a question of people on the Labour Benches telling local authorities what they should or should not do; local authorities should have those options made available to them. From the way this Bill might be amended, it looks very much as if that choice will be denied to them.

[Mr Ivan Lewis (Bury South) (Lab)]

Having agreed to insert free bus passes for 16 and 17-year-olds in our manifesto in the run-up to the next general election, will my hon. Friend also agree to insert some words saying that we will allow local authorities, if appropriate, to set up their own municipal bus companies? It is purely a matter of ideology, which is why we had deregulation of buses in the first place. The Government are refusing to allow, from a localism point of view, local authorities that wish to establish their own municipal bus companies to do so. Why should they not be allowed to do so?

[Andy McDonald]

My hon. Friend makes a hugely important point. It is absolutely right that local authorities should have that freedom. To restrict them in this way, as the Government purport to do, is basically to say, “You can have devolution in England, but you will have it only on the terms that we decide are available to you.” In other words, authorities can do what they want as long as the Government agree with what they are doing—[Interruption.] Yes, any colour as long as it is black.

[Rob Marris (Wolverhampton South West) (Lab)]

As one of the few MPs who made their living for several years as a bus driver, I do welcome this Bill. My hon. Friend is extolling the virtues of localism, but may I caution him that localism is all well and good as long as there is the money to go with it? At the moment, we see a huge imbalance in England between the money spent on London for public transport and the money spent elsewhere. He pointed out that the reason why public transport works better in London is partly due to the fact that there is non-deregulation, but it is also due to the fact that funding is far better. Will Labour commit itself to adequate funding for this localism of bus services?

[Andy McDonald]

I think that I am being invited to write a manifesto at the Dispatch Box. I am quite happy to do so, Mr Deputy Speaker, if you could just give me a few minutes. My hon. Friend is absolutely right to highlight the gross imbalance in spending in this country. In the north-east of England, we spend £229 per head of the population on transport, compared with £1,900 per head in London, so there is an imbalance. Undoubtedly, that must be corrected if we are to rebalance our economy in the UK.

It is interesting that this denial of opportunities to start up a new municipal company flies in the face of some of the more successful companies in the country. Why on earth would people not want to have a look at that as an option? There is no suggestion for a single second that there will be a mad rush of local authorities wanting to do this. They will want to weigh up and do what is best for their localities. Why on earth a Conservative Government would want to deprive them of making that choice is beyond me—or perhaps it is not.

[James Heappey]

I warmly welcome the shadow Minister’s announcement that he supports the view of many rural Conservative MPs that transport infrastructure spending should be redistributed to the regions, away from London. Too much has been spent there for too long, while too little has been spent in rural areas in particular. Does the Mayor of London agree with him?

[Andy McDonald]

I am sure the Mayor of London well and truly acknowledges that other parts of the country outside London need to have the benefit of investment, but this does not have to be an either/or. It is a question of priorities and making sure that we do not ignore vast swathes of the country.

We won on an amendment on Report in the other place to extend powers to re-regulate bus services to all areas. I hope that the Government’s stated commitment to devolution and improving bus services is not restricted to those areas that have struck deals for combined authorities with elected mayors. Labour was successful in removing clause 21, which would ban local authorities from forming their own bus companies and replicating the success of existing municipal companies. As the Minister is surely aware, municipal bus companies often outperform their rivals. Nottingham City Transport, for example, achieved a 97% overall satisfaction score in the most recent Transport Focus survey, while none of the big five bus operators broke 90%.

Removing the incentive to profit from operations can allow a greater focus on the social and economic purpose of bus services, meaning that buses can better cater for the social or business needs of a particular geography. Labour did not introduce a clause mandating municipal operators, but simply removed a clause prohibiting them, because we believe that there is not a one-size-fits-all model for running bus services. Indeed, there are a number of solutions for different areas, and it follows that, given the success of existing municipal bus companies, localities may judge that the municipal model is best suited for their area and may wish to attempt to replicate that success. If the Secretary of State is committed to devolution and believes that devolved authorities should be allowed to choose the best model to meet their needs, I hope that the Government will accept that the option of municipal operation should be preserved and that clause 21 should not be reintroduced.

We have an opportunity with this Bill to make significant improvements to bus services and, as a consequence, the social and economic life of much of our country, but Labour wishes these opportunities to be available across England, not just in some areas, and to be available to the fullest extent possible. We are happy to support this Bill, but ask that the Secretary of State listens to the forthcoming arguments—on both sides of the House, no doubt—and commits to transforming bus services in England for the better.

Bus Services Bill [Lords]

Andy McDonald Excerpts

3rd reading: House of Commons & Report stage: House of Commons
Monday 27th March 2017 Commons Chamber

[Andy McDonald]

I will pick up where the Minister left off and thank everyone who has contributed to the Bill, especially my hon. Friends who served on the Public Bill Committee, and the officials. I pay tribute to the wonderful work of the Transport Committee and everything it has done on this matter. I also thank hon. Members’ staff for their efforts, particularly Juliet Eales, who is soon to leave the shadow Transport team, but whose contributions have been invaluable throughout the passage of the Bill.

The Bill is ultimately underlined by broad consensus, which has been reflected in the generally cordial spirit of our debates. At its heart, the Bill offers local authorities the opportunity to improve the way in which buses are run in their areas, should they choose to take it. We have fought for this over many years—first, 17 years ago through legislation that failed to make the impact we had hoped, and then from the Opposition Benches for seven years. Since 2010, we have sadly heard, time and again, of bus routes axed, constituents campaigning hard to keep their vital local bus service, and disabled people, jobseekers and students unable to afford the rocketing cost of travel. We have heard these issues, and we have fought for a revision of the bus market to give local areas the power and flexibility to control their bus services as local circumstances best allow.

Although the Bill is not perfect and is certainly not the silver bullet to fix the bus system across the whole country, there is much to be positive about. Mayoral combined authorities will now be able to unlock powers to regulate their bus services, increasing parity between areas such as Greater Manchester and London. We have fought to ensure that those powers can be accessed without delay, and that the process for bringing in those powers will be clear and free from hidden barriers. We had hoped that all areas of the country, whether they have an elected mayor or not, would have access to those powers, but we will have to continue that argument another day.

The Bill provides new partnership options to local authorities for working alongside bus operators. We hope that local authorities will be encouraged to use these new tools to improve journey times and vehicle standards, and consequently to reduce congestion—huge environmental and health issues that affect us all. The Bill gives the Secretary of State the power to make regulations requiring buses providing local services to have in place audio-visual information systems. We are so pleased that the Government included this provision following strong pressure from Labour in the other place, and an excellent campaign from Guide Dogs. That measure could make a real difference to people’s lives.

What is missing? Stronger employment protections, clearer accessibility provisions and bus safety improvements. We fought for those and we won the arguments, but we lost the votes. That is the tragedy of being in opposition. The Bill could have been better, and we were disappointed by the lack of movement from the Government in these areas. The Bill is not perfect, but it will go some way to reversing the damage of deregulation that we have fought to fix for three decades. Going some way to reversing that damage is better than going no way at all. For that reason, and on behalf of all those constituents waiting at bus stops right now, we will support the Bill on Third Reading.