‘We have suffered for years with our private monopoly bus company’

One of the key limits in the success of any city is how quickly and efficiently we move around it. Then, of course, comes the linked problem of air pollution-induced deaths and illnesses; a large part of which is produced by our vehicles. There are several ways we can tackle both problems and we need to commit to doing so.

Let us be clear that whilst there has been an increase in the number of people who travel to work by public transport, which started with the Greater Bristol Bus Network (GBBN) ten years ago, we started from a very low base and it is still much lower than comparable core cities.

This matters for everyone, including car drivers, because in an overall prosperous city (albeit with many divides), there is a lack of road space and it will only get worse as times go on. Trains are great but we have a limited number of lines thanks to Mr Beeching, so we are heavily reliant on buses.

The GBBN, a partnership with surrounding councils, put in key bus lanes and improved bus shelters and other infrastructure. Within a short time it increased the number of people using the bus network by 40 per cent. It was the start of a process that has unfortunately faltered, but not completely stalled.

Bus lanes on main routes are essential but only partly effective if the busses are infrequent or empty. Empty bus lanes stoke resentment amongst drivers who might take a different view if their lanes were clearer because far more people were on the bus.

Despite hold-ups and costs overrunning, mostly caused by the previous mayor, and the negativity from the Green Party and the current mayor, the Metrobus routes have been attracting more passengers and operating profitably. Despite poor management over recent years, this is likely to provide a useful, positive contribution to our network, and reduce pollution.

So what are the barriers? Unreliability, and that means continuing services over a long period, not just this morning’s bus turning up; fare levels; real or perceived lack of comfort or security; speed of journey.

We have suffered in Bristol for many years because of our effective private monopoly bus company. First Bus are very clear that they are a profit making company and not a public service. They fight off any potential competition on the many profitable routes and get the begging bowl out for the others (less successfully lately, due to lack of council funding).

This can be solved by franchising, as in London, where the public authority specifies the routes, the fares and the timetables, and effectively uses the profits from some routes to keep a dependable, stable, coherent network. Profits are kept within the system, reinvested into less profitable routes and expanding the network.

The franchising also helps with integration of services and ticketing. Companies compete to operate a part of the network and bid for it, ensuring there is competition and challenging the monopoly.

Busy services can be made more frequent and we move to a virtuous circle. So why was this not done years ago, and why not now? The powers for councils to do this (apart from London) were, until a year or two ago, very difficult and full of barriers.

The Liberal Democrats did start the difficult process in Bristol in 2012 but it was scrapped by mayor at the time George Ferguson. Central government have finally listened and passed easier-to-use legislation through parliament; now the problem is lack of mayoral will.

The latest episode, where First Bus ramped up their fares and it was disguised by the mayor as an equalities move, I am afraid says it all.

Cycling has made progress in Bristol, which is a positive contribution. But with car and van numbers in the city continuing to increase, they are hampered and it has to be recognised that there are many who cannot cycle due to health. Longer journeys also pose a major challenge.

Walking is on the increase, mainly for positive reasons, and providing a safe and attractive environment to do so is essential.

The Liberal Democrats support investment in public transport and better infrastructure for active travel but we do not support a congestion charge: that is too blunt a weapon to use with the Bristol geography with its comparatively poor public transport. We need to ensure that people have a reliable public transport system before we look to penalise.

We support a sizeable clean-air zone with significant charges for higher polluting vehicles and a workplace parking levy for those lucky enough to have free city centre parking provided by their employer (around £1 a day was modelled). The revenue generated can be used to improve the franchised bus services, reduce fares and expand the network.

Car drivers often comment how much better driving conditions are during school holidays – a time when traffic volumes drop by around 10 per cent. Another common observation is that traffic quickly snarls up with a minor accident or roadworks. Providing a bus network that people wish to use is the way to eradicate congestion and free up our streets.

If we provide an extensive, reliable and affordable bus network we can reduce congestion, improve our air quality, and regain the millions of pounds that are lost due to congestion. But we need local politicians to now step up and back bus franchising. This is the key to unlocking our city and letting our transport networks flow again.

Gary Hopkins is a Liberal Democrat Councillor for the ward of Knowle.

University student Max Langer is leading a petition calling on Marvin Rees to enact a bus franchising system. Sign the petition at www.change.org/p/bristol-city-council-take-control-of-bristol-s-buses