Public Funding, Private Operators and the Blurred Line in Local Bus Planning

As more documents emerge through Freedom of Information requests concerning changes to bus services in Thurrock, one thing is becoming increasingly clear.

The reality of local bus networks is far more complicated than a simple distinction between "commercial operators" and "the council".

The original issue was straightforward enough.

Following the withdrawal of financial support from Amazon, concerns were raised about reductions to early morning and evening services on routes 22 and 73 serving West Thurrock, Lakeside and surrounding communities.

Initial explanations suggested that these were essentially commercial decisions made by Ensign Bus, with Thurrock Council stepping in where possible to minimise the impact through Bus Service Improvement Plan and Local Authority Bus Grant funding.

However, documents disclosed since then paint a much richer and more nuanced picture.

Correspondence shows extensive discussions between the operator and the Council regarding:

• passenger demand and loading figures;

• route frequencies and service patterns;

• timetable options;

• cost modelling;

• funding requirements;

• longer-term network development;

• and strategic transport objectives.

The documents reveal route reviews, passenger analysis and the examination of various options. Average loadings on evening services were being considered, and discussions took place regarding how best to preserve services following the loss of the Amazon contract. Some routes were viewed strategically, with ideas even being discussed around future night services and wider corridor development.

In one email, the operator explained that he had spent twenty-four hours redesigning the 22 and 73 timetables in an attempt to minimise both passenger impact and the amount of public support required. The objective was not simply to cut services, but to find what was described as a balanced solution.

Other correspondence discusses how support should be presented, including a suggestion that support should be "pitched" in a way that avoided scrutiny of Route 22 being perceived as overfunded. That wording is unlikely to reassure those who believe transparency around the use of public money should be paramount.

None of this necessarily suggests wrongdoing.

Nor does it undermine the genuine financial pressures faced by operators and local authorities.

Indeed, the documents demonstrate considerable efforts to avoid much larger reductions to the network.

But they do raise an important question.

Where does commercial decision-making end and public network management begin?

Because if councils are discussing route structures, considering passenger demand, modelling options, agreeing funding packages and shaping revised timetables, then the old distinction between "commercial service" and "council service" becomes increasingly blurred.

That is not necessarily a criticism.

Indeed, it may represent sensible partnership working.

But if public money is being used to influence and support commercial networks, then transparency and accountability become even more important.

The public should understand:

• what information decisions are based upon;

• how priorities are determined;

• what alternatives were considered;

• and how public money is ultimately being used.

That is not an argument against supporting bus services.

Quite the opposite.

Bus networks are lifelines.

They connect people to employment, education, healthcare and their communities.

The challenge facing local authorities and operators alike is not whether those networks should be supported, but how that support is delivered and how decisions are made when difficult choices become unavoidable.

As further information emerges, the issue increasingly looks less like a dispute over one timetable and more like a case study in how modern bus networks are planned, funded and managed.

Perhaps the most important question now is not simply why some journeys were lost.

It is this:

In an era of public funding and Enhanced Partnerships, where does commercial operation end and public accountability begin?

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Disclaimer

This article is written in a personal capacity. The views expressed are my own and do not necessarily represent those of the RMT Union or any other organisation unless explicitly stated.

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Tags

Bus Services

Public Transport

Bus Funding

BSIP

Bus Service Improvement Plan

Local Authority Bus Grant

Enhanced Partnerships

Transport Policy

Local Government

Accountability

Transparency

Freedom of Information

FOI

Public Money

Local Transport

Bus Networks

Sustainable Transport

Social Mobility

Accessibility

Shift Workers

Thurrock Council

Ensign Bus

Route 22

Route 73

West Thurrock

Lakeside

Transport Planning

Public Services

Evidence Based Policy

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About the Author

Lee Odams is a professional bus driver with almost two decades' experience in the industry and serves as Branch Secretary of the Nottinghamshire & Derbyshire Bus Branch of the RMT Union and Secretary of the National Industrial Organising Conference of Bus Workers. He writes regularly on transport policy, bus safety, accessibility, public accountability and the role of public transport in supporting communities and working people.

Written in a personal capacity. The views expressed are his own and do not necessarily represent those of the RMT Union or any other organisation unless explicitly stated.