Gridlock and major pollution threat as fewer take the bus

Jan 2 2008 by David Bartlett, Liverpool Daily Post

REVERSING the decline in bus use on Merseyside is vital if the region is to avoid congestion and cut pollution, transport experts warned last night.

It comes as figures show the annual number of passenger journeys taken on the region’s buses has declined by 15m in the past five years, a drop of almost 10%.

In contrast, the use of Merseyrail has risen by 15%, from April, 2002, to March, 2007.

Last night, Neil Scales, chief executive of Merseyside’s transport authority, Merseytravel, said the shifts were down to a series of factors including greater affluence, road works, and higher car parking prices. The downward spiral for bus use is replicated across most towns and cities across the UK, except in London where the services are still regulated and receive higher subsidies than the regions.

Although Merseyside’s bus decline started before the Big Dig got under way, last year saw the biggest drop with 9m fewer passenger journeys being taken by bus.

The figures come as the bus industry ponders how to increase patronage while the Local Transport Bill makes its way through Parliament.

The Bill hopes to improve bus use, with a crucial element of it giving powers to allow local authorities to implement “quality contracts” to take greater control over bus services in the interests of the public.

It would also introduce a new regime to deliver better punctual-ity, allow for the creation of an influential new bus passenger champion, and give authorities the power to change the way routes are planned.

In an exclusive interview with the Daily Post, Mr Scales said: “I think there are a number of things. If you take the railway first, it is now a long franchise, therefore the private sector can make investments and they are doing that.”

In 2001, Serco/Nedrail took over the franchise.

“On the Merseyrail network, all 59 trains have been refurbished, and fares have been tied to RPI (the Retail Price Index for measur-ing inflation) for 25 years – the lifetime of the contract.”

He said £100m had been invest-ed to create “secure stations” and Merseyside now had comparative-ly more than anywhere in the UK.

“It is reasonably priced, reason-ably comfortable, and reasonably reliable. Traditionally, it has been easier to attract car users on to steel wheels than buses.”

Although there are 88kms of “bus priority measures” like bus lanes in the regions, on the whole buses have to compete with cars and pedestrians for road space.

“Liverpool is undergoing one of the most comprehensive recon-struction projects with the Big Dig, the [Echo] Arena and Liver-pool One.

“Car park prices have gone up. If you have not used the railway for 10 years, and you are forced to try it out; you do try it out, and think ‘Hey, this is all right’, then you are likely to use it again.”

“Contrast that with buses. There are 37 different operators.

“Bus fares have gone up more than inflation and fuel costs have been going up.

“You have got a network that is not as stable as the rail network. Bus lanes and bus priorities are not sufficiently policed, we have got to fix that.”

He said Liverpool City Council’s plan to install cameras on bus lanes in order to be able to issue fines for motorists infringing the law would help in this regard.

“You have also got the fact that, in the Liverpool city region, there has been a very low car base. As the region becomes more affluent, more people will own cars, and the real cost of motoring is flat. If you jump on a bus and you know it’s going to get there on time, then people will use it.

“Increased congestion is bad for jobs because it damages the economy.

“What I am saying is that it is not car-free, but it is not a car free-for-all, it’s about having a balanced approach.

“I think we can increase bus numbers by working together with our partners – but it is a challenge.

“I think we are all up for it. If we are to be more sustainable and less polluting, then public transport is the key.

“We have got to do something to make buses appear as an attractive option.”

Phil Stone, managing director of Arriva North West, said: “Yes, the Big Dig has had an effect on passenger numbers, there’s no question.

“At the moment, Edge Lane is a disaster because of the roadworks, congestion, uncertainty and inconsistency.”

He said services along that route had lost up to 10% of patronage but he was hopeful passengers would return.

Roadworks on the arterial route in the city finished in mid- December.

“There is no doubt that, in the south of the city, once the Dig Big ended, we saw passengers coming back.”

OPINION: PAGE 10

davidbartlett