Bus Services: Solihull

Craig Tracey Excerpts

Tuesday 31st January 2017 Westminster Hall

[Julian Knight (Solihull) (Con)]

I beg to move,

That this House has considered bus services in Solihull.

It is a pleasure to serve under your chairmanship, Ms Ryan.

Reliable and accessible public transport is vital for many of the most vulnerable people in our communities. Older and less mobile residents in particular often depend on buses to get out and about, and everybody benefits when shops and social clubs are within easy reach of as many residents as possible. That is why it is so important that bus operators ensure that they take proper account of the needs of those who need their services most, and not just of profit or general convenience, when designing their routes and timetables.

Those of us who are fit and well or who usually drive to work or the shops sometimes do not realise what a lifeline public transport is for older and less mobile residents. Even an apparently minor change in a route or in the location of a stop can cause real difficulties for the people who need a service the most, but too often the rest of us do not realise that. Unfortunately, in my experience, neither do some of the bus operators.

I am campaigning for residents who have been let down by bus operators on two routes in my constituency. The number 37 bus runs from Solihull station into Birmingham. Last summer, National Express rerouted it away from Olton station in the north of my constituency, in response to concerns about congestion. Although the new stop at Warwick Road is not terribly far away on a map, it has made the connecting bus and rail journey disproportionately more difficult for those who are least able to find other ways of getting into Birmingham. I have written regularly on the subject, both in the local press and directly to National Express. I have met Peter Coates, its chief executive for the west midlands, and have attended public meetings to hear residents’ concerns at first hand. I can tell the Minister that those public meetings were full to the rafters, such are people’s concerns.

[Craig Tracey (North Warwickshire) (Con)]

I thank my hon. Friend for securing the debate, because this is a huge issue. He mentioned public meetings. Several routes have been pulled in our constituency; our meetings about them have been the most widely attended of all the public meetings I have held.

The routes are being pulled because they are not viable. Does my hon. Friend agree that we need to look at some kind of cross-borough co-operation, to give assistance to people from rural areas who are looking to go shopping in our towns and cities or trying to get to work?

[Julian Knight]

I am very aware of the difficulties that my hon. Friend describes. They mirror the experiences that we have had in Solihull, including a lack of transparency from some operators and a lack of engagement from others. I absolutely agree that a cross-borough approach between north Warwickshire and Solihull, where our boroughs meet, is important. I know that there are west midlands programmes, but our reaction to them is often a little borough-specific rather than cross-borough.

My office has organised a petition, which I will present to the House shortly and which will indicate the strength of feeling in my constituency about the reroutings. As a result of our efforts, some temporary bus stops have been installed closer to the station, but while that eases the inconvenience for people who can easily walk the rest of the way, it does not solve the problem for elderly and disabled people.

The route shift started as a trial, apparently because congestion around the station was causing regular delays, but I have since been told that it will be staying in place. Obviously nobody likes it when a bus is delayed, but surely operators should try to find more realistic timetables for accessible routes, rather than making their services more difficult to use for those who need them most. I have had representations about that from many people in my constituency who have disabilities.

Another service in my constituency, the S11, has also been redesigned in the name of efficiency without proper care having been taken to protect the interests of its users. The S11 and a couple of connecting services have been shortened to save money and make them more reliable, but they now bypass several residential areas: Hampton Lane, School Lane and Grove Road, which now have no direct connection to the wider public transport network. Once again, that is not the end of the world for someone who can easily walk to the new stops, but it creates much more serious problems for less mobile residents. I myself have had a difficult experience of late; an unfortunate accident meant that I was unable to cover any real distance by walking. It gave me a real insight into the difficulties that come from just trying to cover short distances. Unfortunately, Transport for West Midlands has told me that it cannot act, as the route is privately run.

The S11 situation highlights how much privately run services depend on a good and responsible operator. Unlike National Express, the company running the S11 route, Diamond, has been very difficult to engage with. That is a key point. At least National Express has been willing to talk to and engage with a parliamentarian—myself—and with local councillors and the wider community. However, I have genuine concerns about Diamond. I have been lucky to get a single response out of the company, despite having written to it about residents’ concerns at least 10 times. I am also sorry to say that when Diamond ran a consultation—a fact-find, if you like—on this issue, it chose to do so on a Saturday morning, a time when the elderly residents to whom the bus service is so important use it much less than they do during the week.

All of that suggests that Diamond is more interested in ticking the boxes than in engaging seriously with users’ concerns. I will clearly name Diamond and say that at this moment in time it is effectively failing the people of Solihull, in the provision of services and—more crucially—in these key consultations and fact-finds.

My team and I are still taking action. I have written about this issue several times in the local press and we are distributing hundreds of leaflets about petitions, to make sure that people have an opportunity to make their views known. If Diamond will not do this consultation, I will try to do it for Diamond, and I will present the results to Diamond at every given opportunity. When the operator refuses to engage and is not accountable to any public authority for its decisions, it is really an uphill battle for local communities to put across their views and concerns.

That such small changes to just two routes could have these effects highlights how important local bus services are to some of the less mobile, and often less visible, members of our community. I have no reason to doubt that every bus route in my constituency goes through neighbourhoods where people depend on it to provide a vital link to the rest of the town. When neighbourhoods lose their link to the wider community, it is not just those neighbourhoods that lose out; local businesses lose customers or potential employees, while sports teams, social clubs and charities have fewer members and volunteers.

That is another important point. In Solihull, we rely on a sea of volunteering. I was at a dinner the other night where I was told that up to 800 charities are based in Solihull. I run a scheme—a “points of light” scheme—to recognise those groups. If someone is volunteering, by definition they are doing so for free, but they need to get to their place of volunteering, and it is much more difficult for them to do so if the buses and the wider transport links are not in place.

A better connected community is better for everybody in it, and we all have a stake in making sure that our town is as accessible as possible. That is why it is so important that bus services are run well, and that those who run them are accountable to the people who use them.

I am not one to get misty-eyed about the prospect of the Government running services directly, or one to hark back in time. A good operator can often move more quickly than other bodies to put things right when there is a problem. I mentioned National Express earlier, showing the company in a poor light, but one area where it has engaged with people is in redesigning the timetable of the No. 31 bus after I wrote to say how schoolchildren were being left to wait at the school gates for 45 minutes for a bus home, which I believe was also a very serious safety issue. National Express took that on board and actually made the correct changes to the timetable.

We must always make sure that operators live up to high standards, are responsible, and are responsive to local concerns when they make decisions about routes and timetables. The networks that they run bind our communities together, and their profits— and, yes, the convenience of sprightlier bus users—cannot be their only considerations. Basically, we need to work from a base of considering those who are least mobile and who need bus services the most in order to get around.

--- Later in debate ---

[Andrew Jones]

I agree that communication must be two-way; it if is not two-way, then it really is not communication. So my hon. Friend is correct about that and I will say a little more about engagement in a moment.

A traffic commissioner can take enforcement action if an operator does not operate its service reliably. Nevertheless, whoever provides bus services, it is important that operators and local authorities ensure that the interests of passengers, and consequently the interests of the wider community, are taken into account when any changes to bus services are being considered.

I also agree with my hon. Friend that good customer service includes proper consultation. He mentioned that a consultation event took place on a Saturday morning. That would have suited some people, who might be at work during the week, but it will not have suited everybody. A company must ensure that it engages everybody—all those who will be affected by any changes—in a proper consultation, and then take any concerns into account.

Passenger Focus has produced best practice guidance on how a company should consult when it makes changes to local bus services. It includes four key principles: collate, which basically means that the company should formulate its proposals; consult, which means the company must consider when to consult, what to consult on, who to ask and how to carry the consultation out, making sure that it captures all the local information; consideration, which means the company must go through and assess all the responses properly; and communicate, which means the company must communicate its decision to all those who are affected. So collate, consult, consider and communicate—happily alliterative, which I am sure is no coincidence. The basic principles are clear and the bus companies should be operating them, up and down our country. I urge all bus companies and anyone making or considering making a change to bus services to follow that excellent guidance and adopt those principles.

[Craig Tracey]

I take on board the Minister’s point, but those are best practice principles and in many cases that is not what is happening. Does he accept that? For example, the 116 route in Kingsbury was pulled with the minimum amount of notice, which left my constituents unable to get to work because there was no alternative service.

[Andrew Jones]

I indeed accept my hon. Friend’s good point. He has raised this issue as a vigorous champion for his area on several occasions. When we do not see that best practice happening we are right to hold bus companies to account, in representation of our communities. That is our job here. We must stand up for people who need bus services and who, although they do not necessarily have the sharpest elbows, must have their voices listened to.

My Department, and through it the Government as a whole, is taking action to support transport within communities in many other areas, and I would like to mention a couple of them that will, I think, be of interest. At present, each year about £2 billion of public funding for transport services is provided by a number of agencies. For example, we have the £250 million a year that is spent on the bus service operators grant, which the Department for Transport provides to bus operators, local authorities and community transport organisations on the basis of the amount of fuel consumed—a pence per litre rebate. The Department for Communities and Local Government provides £317 million a year to local authorities to support socially necessary bus services. The £1 billion a year spent on home-to-school transport is provided to local authorities by DCLG. The £150 million a year spent on non-emergency patient transport is provided by the NHS to individual local clinical commissioning groups.

That significant amount of funding comes from different sources but it needs to be spent in a joined-up way. Historically, it has not been spent in that way and that provides us with an opportunity. We have, therefore, launched a concept called “total transport” and provided a budget of £7.6 million to fund pilot schemes across England to explore how our public services can work together to provide a better transport service—how councils, the NHS and other agencies can jointly commission transport services with greater efficiency. The idea involves: avoiding the duplication of commissioned services; allowing networks to be designed so that they complement each other; reducing administrative costs, potentially by centralising commissioning; enabling the skills of professional staff, such as those who are scheduling the networks, to be deployed across all the services; and, most importantly of course, achieving overall cost efficiencies, and through that ensuring that services are more viable and that a better footprint of travel and transport is available to our constituents. We have been running 37 pilots on the idea for almost two years. I have met with some of the operators around the country and it is heartening to see the enthusiasm with which they are participating and taking on the opportunities. That is happening across the country and will be of much interest to colleagues.

A further area that always attracts interest from colleagues is the community transport sector. Providing transport solutions also requires the effective use of all options, and this could be relevant to the constituencies of my hon. Friends the Members for Solihull and for North Warwickshire (Craig Tracey). It could be a traditional fixed-route bus service, a community bus, a dial-a-ride or another type of demand-responsive transport, such as taxis. The role played by community transport operators is vital in linking individuals and communities to existing transport networks, work, education, shops and services. In recognition of that contribution and important role, the Government launched a £25 million community minibus scheme to help to buy new vehicles for local community transport operators, with a bit of a bias towards more rural areas, where transport can be thinly stretched. The funding will help, among others, elderly residents and people with learning and physical disabilities.

HS2 Update

Craig Tracey Excerpts

Tuesday 15th November 2016 Commons Chamber

[Chris Grayling]

The hon. Gentleman makes some assumptions on the latter point. The trains that operate off the HS2 network will be a different design from those that operate exclusively on the HS2 network—that is to do with platform widths and gauges. That does not mean that they are slower trains or that they are less good trains; they are simply trains that can operate both on HS2 and on a conventional network. Clearly, if those trains go through Sheffield midland station, which is on the conventional network, we will be using them.

[Craig Tracey (North Warwickshire) (Con)]

North Warwickshire has consistently suffered due to a lack of engagement from HS2, so I was alarmed to learn this morning that despite assurances given by HS2 to my local council just three weeks ago, there would be no changes to the line locally. The line will, in fact, move around 150 metres nearer to the village of Austrey, although that significant change was not even mentioned in the route refinement document. That the very first paper published on phase 2b directly contradicts information offered by HS2 so recently is cause for great concern. What assurances can my right hon. Friend give me that communication will actually improve? Will he meet me to discuss the impacts of the most recent changes on my constituents?

[Chris Grayling]

I absolutely give my hon. Friend that assurance. I was not aware of the situation that he describes, and the Minister and I will talk to him about how we address it.

High Speed Rail (London – West Midlands) Bill

Craig Tracey Excerpts

Wednesday 23rd March 2016 Commons Chamber

[Dr Huq]

My hon. Friend puts it very well. He anticipates my new clause 32, which is about the fairness of the rural support zone. I know the constituency of the right hon. Member for Chesham and Amersham (Mrs Gillan) well, because she and I were on the same ballot paper in 2005. She represents a rural constituency, but the urban and suburban constituencies, such as mine and that of my hon. Friend the Member for Hammersmith (Andy Slaughter), are not treated the same as rural support zones. I believe that needs to be looked at.

One house in my constituency has a zero valuation—you could not make this up. Someone wanted to re-mortgage a house in Wells House Road, and the mortgage valuer came up with zero. That would not happen elsewhere. For the sake of fairness, that should be looked at. There seems to be a wrong assumption—[Interruption.] Madam Deputy Speaker, I am aware that there is about to be a vote, so I will say my last sentence. We should not accept that suburban or urban dwellers should simply put up with it. I urge Members to support my two new clauses.

[Craig Tracey (North Warwickshire) (Con)]

I rise to speak to the new clauses in my name and to put the case of my constituents in North Warwickshire, which is arguably the most blighted part of the HS2 route, outside of London.

I would like to use the short time available to make a final case to the Government to adopt vital protections for local communities such as Kingsbury, Water Orton, Coleshill, Middleton, Lea Marston and Wishaw. Those protections are set out in my three new clauses, as well as in provisions tabled by other right hon. and hon. Members, which I have co-signed.

A recurring theme my constituents have faced is the lack of engagement from HS2 Ltd during the process to date. Many of the questions that have been asked of the company remain unanswered, and its credibility locally is in tatters. Those affected by HS2 have little confidence that communication will get better during the construction stage; indeed, unsurprisingly, the fear is that, should the Bill be approved by the House, communication will get worse.

That is why I seek greater protection for North Warwickshire residents. As a result of the impact on our area, we have been given an assurance by HS2 that we are a special case. Sadly, despite numerous requests, the company has neglected to advise us what that protection actually is, what the benefits are or even what it covers. After what my constituents have had to endure over the last six years, they deserve better. They deserve some kind of certainty and an acknowledgment that HS2 and the Government are sympathetic to their case.

That is why I have introduced new clause 30, which would set up a community fund to protect local communities from the unintended consequences that could arise in the construction phase. The fund would supplement the community and environment fund, and it would address the adverse impacts of HS2’s construction on communities in terms of things such as impaired accessibility, the reduction in the availability of community amenities and the physical effects of construction.

A principal objective of the fund will be to remove the need for formal compensation claims and to provide an expedited means of claiming funding for detriment. The fund would be available only to address adverse effects on communities, not impacts on individual households, businesses or undertakings. However, among the things that may be considered as eligible for funding would be transport facilities such as shuttle services.

As I have stated, the Kingsbury area and the surrounding villages are clearly a special case in the context of the HS2 scheme, and there can be no argument about that. Engagement with our community needs to address the requirements that come with that special place, and my other new clauses address the current lack of communication, including in terms of referral, escalation and monitoring. Crucially, they seek to ensure that local people’s complaints are resolved in a timely manner.

We will hear further arguments later today in the Chamber about HS2’s environmental impact, and it is hard to imagine the change to the landscape that the railhead in Kingsbury will bring, but my constituents will be forced to live with that change.

I urge the Secretary of State to consider my proposed changes to the Bill and those of other right hon. and hon. Members, which I have supported in the interests of our constituents. Our proposals offer common-sense initiatives to support, and offer mitigation to, those people along the proposed line who need it most.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

I did have a very detailed speech on this important issue for Wales, but I am afraid that time will defeat me, so I will be as quick as possible.

Ministers will know of my long-standing concerns about the Barnett classification of HS2. The Plaid Cymru position has always been that this is an England-only railway. All the destinations on the map are clearly in England. The position of the UK Government has always been that this is a UK-Government railway scheme. However, when it came to the statement of funding policy document that accompanied the comprehensive spending review, the railway is an England and Wales railway, because Scotland and Northern Ireland had a 100% Barnett rating for HS2, while Wales had 0% rating.

The impact of that, in a project that may well cost more than £80 billion over the next 20 years, will be severe for my country—in terms of not only HS2, but the precedent set for HS3, Crossrail 2 and the Sheffield-to-Manchester subterranean road. These are massive multibillion-pound projects, and Wales is losing out.

This is an issue of fairness, and unless the Minister says on Third Reading that he will address the issues I have raised in my new clause, my colleagues and I will vote against the Government on Third Reading.

Oral Answers to Questions

Craig Tracey Excerpts

Thursday 10th March 2016 Commons Chamber

[Mr Goodwill]

I certainly did get a very clear message and was taken up by the enthusiasm of the people in Newquay. I was recently at Prestwick, as well, so I know that other airports are interested. I did notice when I was at Prestwick that there was no shortage of slots to use; it seemed quite quiet when I was there.

[Craig Tracey (North Warwickshire) (Con)]

7. What steps he plans to take to ensure that rural communities have access to regular bus services.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

We are very aware of the importance of bus services to rural communities and, in recognition of that, we were able to protect the bus service operators grant funding as part of the spending review last year. The Government paid out some £250 million last year to support bus services in England through BSOG, of which around £40 million is paid directly to local authorities.

[Craig Tracey]

Will the Minister agree to look into the provision of buses in the rural part of my constituency for local students travelling to school compared with national averages, and advise on how we can improve that?

[Andrew Jones]

All children aged between five and 16 qualify for free school transport if they attend their nearest school and it is sufficiently far from their home. The decision to provide additional services will be a matter for the local authority and some do, such as the Staffordshire scheme for those aged between 11 and 19. There is obviously an issue that concerns my hon. Friend and I will be happy to meet him to explore the issue further and to try to help.