Improving Public Transport

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.

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.

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.

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?

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.

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?

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.

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.

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.

I call Alex Mayer to make her maiden speech.

I am delighted to be called to give my maiden speech, and I do so with a sense of trepidation and excitement, which I imagine that many a new MP feels. It has struck me that maiden speeches are a little like buses: you wait ages, and then 335 of them turn up at once. I beg your indulgence, Madam Deputy Speaker, and ask you to listen to one more as we near the end of this journey.

As hon. Members will know, the excellent House of Commons Library helpfully provides us with the maiden speeches of our last two predecessors, to give us a feel for this place and to allow us to acknowledge the work of those who came before us. Mr Selous served for a whopping 23 years, and I pay tribute to his work as an assiduous constituency representative who stood up for what he believed in. I discovered in his maiden speech that he in turn referred to his predecessor who served for 31 years, who in turn harked back to the Member who came before him—the last Labour MP for the area—who was elected back in 1966. Clearly, 1966 was a year that was rather good for teams in red, albeit followed by rather too many years of hurt.

History shows us how rarely change comes for these communities, yet change is desperately needed: on shop- lifting, as I have met workers who have been spat at, threatened with needles and even a gun; on the lack of healthcare facilities, including in Houghton Regis and Leighton-Linslade; on sewage polluting our waterways; and on transport. I am delighted to be a member of the Transport Committee, and transport is the subject of the debate, which I congratulate the hon. Member for Glastonbury and Somerton (Sarah Dyke) on securing.

My constituency has a long history of transport innovation. It has Britain’s oldest road, dating back to prehistoric times, the Icknield way, which runs through the constituency. It has the Grand Union canal, the freight superhighway of its day. Leighton Buzzard railway once transported sand from quarries and is now a much-loved tourism attraction, going full steam ahead. More recently, we gained one of the longest guided busways in Europe, which I hope one day can be extended. That brings me neatly to the topic of buses and encouraging more people to switch on to them, which is so vital in this time of climate emergency.

I congratulate the hon. Member for Dunstable and Leighton Buzzard (Alex Mayer) on her maiden speech, which was lovely to hear. She kept on the theme of buses as well, which is very impressive.

There is a puzzle with rural bus services that needs to be solved. Local residents will all say they are desperate to save their village bus service from closure, yet the local operator will say that footfall keeps going down year on year, and there simply is not enough public subsidy to fill the gap. If everyone wants to use the bus, why are they not actually doing it? The answer is a mix of two things. It is partly the price, but, even more so, it is the service. Service frequency does not sufficiently meet the needs of residents, so they do not take the bus.

Bus services have been in decline ever since Thatcher’s privatisation in the 1980s. While increased car use was always going to have an impact, bus services should have bottomed out years ago. In practice, what we have left today are mostly legacy routes designed to meet the needs of communities from decades ago. We have seen a process of death by a thousand cuts, with incremental cuts in frequency making the bus option less user friendly every year. Across many villages in my constituency of Horsham, it is just not practical any more to rely on buses to get to work. When surveyed in 2021, more than 80% of West Sussex residents said they did not use the bus due to a lack of route options or the infrequency of services.

Gradually, anyone who needs dependable public transport is forced out of rural areas to be replaced by car users, which, in turn, reduces bus usage even further—and the downward spiral continues. As a result, in Horsham and across West Sussex, the local authority has for many years presided over a policy of managed decline, with no serious attempt to reverse or even stabilise things.

This summer, the residents of Partridge Green, a village in the south of my constituency, were surprised to discover that they were about to lose their direct link to Horsham via the No. 17 bus. They learned this with just a couple of weeks’ notice. Nobody consulted them or warned them; they found it out only by studying the new bus timetable when it was issued. Public anger was mainly directed at the local bus operator, but I have to ask: what do we actually expect to happen? It is a private company that needs to make a profit, and the figures said that the cut had to be made. We cannot expect private companies to behave like social enterprises.

I thank the hon. Member for Glastonbury and Somerton (Sarah Dyke) for securing the debate. When I originally signed up to speak in it, it was about the south-west. I do not know what changed, but obviously national transport is very important. I feel that the south-west does sometimes get missed in conversations, but I hope that with the appointment of my right hon. Friend the Member for Swindon South (Heidi Alexander) as Transport Secretary that might change a little bit. After some of the speeches we have heard today, it will come as no shock to anyone that I am going to talk about rural transport and the need for integration.

This issue is an odd one for me. My constituency has an urban area of Swindon, and then a rural area which includes Inglesham, Highworth, Blunsdon and Castle Eaton. The two areas are completely different. We have one bus company, and in the urban area of Swindon we get it right—I do not get complaints from residents. Sometimes in Queens Drive I get a complaint about a double decker looking into a garden, but at least there is still a double decker going past. When I speak to rural residents, however, they often raise the point that they want and need to use public transport—it is good for their children and for accessing to education, hospitals and the town centre—but they simply cannot, and that is forcing them to use cars.

I will keep my speech brief, because a lot of Members want to talk, but does the House not agree that if we are to incentivise people to ditch the car and get on public transport, we need an integrated transport system that focuses on rural areas to ensure we can get access to buses when we need them?

I am very grateful to my hon. Friend the Member for Glastonbury and Somerton (Sarah Dyke) for securing the debate on this important topic.

As the Member for the Guildford constituency, I could probably bore for the south-east of England when it comes to the public transport challenges we face. I recognise that in comparison with colleagues from across the House we do have very good public transport, but it still is not good enough and my residents regularly get in touch with me to tell me so. For too long, our transport networks were neglected by the previous Conservative Government, leaving transport users frustrated by delays, poor accessibility and high costs. For us to achieve the greener, fairer and more thriving future that I am sure all of us here want for our communities, high-quality public transport is essential.

In my consistency of Guildford, we have two long-proposed railway stations: Guildford West and Merrow. These stations were first suggested 10 years ago and we have had barely any progress. The main reason? Funding. Or, rather, the lack of funding. For those not in the know, building a railway station costs upwards of £25 million, with at least half of that spent on planning before a single shovel breaks the ground. That financial barrier has left residents waiting far longer than they should for essential infrastructure.

Yet even as we struggle to deliver new stations, existing ones remain inaccessible for too many. I am, of course, talking about the issue of step-free access. In my constituency, stations such as Clandon, Effingham Junction and Horsley still lack basic accessibility for my residents to be able to access the train in their rural area. Instead, they have to go to other, larger places such as Guildford and Dorking. We must support those in wheelchairs, but step-free access is also about making life easier for parents with prams, people with invisible mobility challenges and anyone who finds steps a barrier. Without doing so, we prevent people from choosing greener public transport.