Metrobus: ‘The gradual slip into failure’

With the new MetroBus frequencies revised down, Lib Dem councillor Tim Kent, the council’s transport boss when the project was approved in 2011, explains how it is slipping into failure.

When you are spending £200 million of public money on a transport infrastructure project you need to ensure you get the basics right. 

For many, Metrobus or Bus Rapid Transit is a dirty term. Trams or nothing. I disagree, but recent decisions could prove the Metrobus haters right.

The £200m Metrobus project delivers three new high-grade bus routes and the infrastructure that goes along with them, include new roads, cycle lanes and some bus-only structures.

It connects the residential areas of Hartcliffe, Hengrove and Knowle in the South to the employment areas in north Bristol. It will not solve Bristol’s transport problems but it is the first step. There is also MetroWest, the £100m+ rail infrastructure programme, delivering new rail lines and stations.

The West of England Partnership, a collaboration of local authorities, has recently released a consultation document on how Metrobus should be run. It leaves a lot to be desired. 

Rather than run these bus services via their own transport company or contract them out the West of England Partnership is giving away the infrastructure with what is called a ‘Quality Partnership’ – the same system they have already used in the region that has failed to deliver the quality or service promised. At the same time Government are moving legislation to allow cities to take back control of bus services while we choose to give them away.

It is what is in this document that is so concerning; a role back on frequency of buses, only three an hour on the Ashton Vale to Hengrove route. Expecting people to wait up to 20 minutes for a ‘rapid’ bus service while local services are already far more frequent is ridiculous.

The buses are to be less green. In 2011 Bristol’s cabinet made a major change to the technology. Where diesel buses had been promoted, Bristol changed this to biogas or hydrogen.

Biogas is environmentally cleaner, cheaper and we have a lot of it available here in the city. For four years planners have had time to implement this technology. We even have biogas being used by First Bus in our city. So instead they scrap that and opt for diesel-electric hybrids.

The greatest danger to the scheme is the major role back on ticketing. Metrobus works by reducing the dwell time of the buses at bus stops. This is primarily achieved by making sure we have a working electronic ticketing system backed up with the ability to buy tickets at the bus stops so drivers are removed from the burden of selling tickets.

Ticket machines at stops seem to have virtually disappeared in the proposals – possibly to help reduce costs as delays to the scheme are now costing millions extra. It also seems doubtful that an Oyster-style ticketing system will be operational in time. Services will be slowed down, delayed and passengers will turn their back and stick with their car.

It is not too late to turn this around. But Metrobus needs clear leadership and that has been missing over the last few years. Not only is Metrobus a scheme quickly going nowhere, but we already see the MetroWest project coming off the rails. The lack of new transport infrastructure has held our city back. We cannot let the lack of political leadership on these projects sink them too.