I thank my hon. Friend for his point on communications, which is one that I will raise near the end of my speech. Technology allows us to see where Ubers, taxis or online orders are, but that is not common across the board for buses, which makes it even harder if the timetables change and the service is not running on time.

I have gained an understanding of the challenges with timetables by chatting to local residents. When I asked them how long they had known about the changes, they said no one had got on the bus and told them or left a leaflet. Bus users—the people who get on the bus and rely on the buses every day—are not being directly engaged when timetables are changed, but they should be asked whether the changes will have an impact on them.

At the heart of this issue are people, not just numbers. People have the stresses of their daily lives: finishing a shift at work and needing to travel home; getting up in the morning to go to a hospital appointment; there are knock-on effects on all those things. As I will mention a bit later, I have had constituents almost in tears, telling me, “I can’t ask my boss again if I can come in late.” They say, “I’m having to cancel GP or hospital appointments or let them know that I’m going to be late, which might mean that it moves back a week or longer.”

Bus timetables are not just about numbers; we need not just a quantitative review, but a qualitative review that asks people about the potential impact, the challenges and the importance of the route. Even if only a few people use the bus, there might be another way to support them. There are new services such as ArrivaClick that people can order for short journeys, but how can they plan for that if they do not know what sort of journeys they need to take?

For registrations, variations and cancellations of community bus services in England, bus operators are required to give statutory notice of 70 days—28 days’ notice to the local authority and 42 days’ notice to the traffic commissioner—but there is no legal requirement for bus operators to inform passengers of the changes until the cancellation registration has been processed. That is absurd. How on earth can a service be cancelled without asking people? How can they be told only after the decision is made, even though other organisations in the process will have been told weeks or potentially months earlier? It seems very strange.

I have made a request for the county council to review the cancelled service according to value for money criteria when it looks at bus services; I have asked it to look at how that can be supported through its own funding. However, it is not just about the funding of services, but about communications. I am aware that Hertfordshire has a website called Intalink that people can visit to see changes, but that is available after the services have been changed.

As I understand it, Arriva reorganised its network in Hemel and Watford in April, which has resulted in a number of routes being combined. Again, it did not tell bus users or my constituents that that was happening. The Abbots Langley to Watford services were changed: they no longer service St Albans Road and now go via Newhouse Crescent on Woodside. That has meant a loss of access to St Albans Road, with longer journey times. From April, Arriva abandoned the northern section of the 8 service from Watford to Mount Vernon Hospital, meaning a loss of service for the Harebreaks and Maude Crescent areas of Watford. It was replaced and funded at a lower frequency by Hertfordshire County Council’s contract route 9 from Watford town centre to Leavesden Park. Leavesden Park also lost its daytime services into Watford on the 10 and 20 route, which were replaced by the 9 service. Those were major changes for people in my constituency, and they have been a challenge.

I turn to poor service. A big issue in Watford has been the punctuality and reliability of bus services, which have been disappointing for the past year. The Minister may raise the fact that driver shortages have been a major issue; I will have some questions about that subject later. I believe that in this instance the services are about 20 drivers short. Such a large shortage has led to regular cancellations, with resultant overcrowding on the buses that do run.

In my engagement with Hertfordshire County Council, it has been made aware that the Driver and Vehicle Standards Agency has contacted Arriva about its services and is working with it to improve punctuality and reliability. Following community engagement, I have written to the council and to Arriva about the matter. I understand that Arriva has given several contracted services outside Watford back to Hertfordshire County Council to free up some bus drivers for the west, which will benefit my constituents. I welcome that measure, which I understand should happen in January, helping the reliability of the services: I believe that it will free up 12 drivers.

I appreciate that Arriva recognises the issues that have been caused by unreliable service and has been engaging with Hertfordshire County Council, but we need to ensure that we keep up the pressure on bus companies. We have had many debates in this Chamber about train services that have caused major issues for local residents. Issues with buses may not be as prominent in people’s minds, because they are very local, but when we are looking at the bigger picture across the country we have to ensure that they are addressed.

Poor communication, which my right hon. Friend Bob Stewart raised, is an issue that needs to be fixed much sooner.

Sadly, as I said earlier, I have seen bus users at community meetings almost in tears because they simply cannot fathom how a service could be so bad—a service on which they rely so much just to get to work, or to get home at night. They may know that their kids, on the way home from school, are stuck at some bus stop in the dark, in poor weather, and may not be sure whether they will get home on time or whether they should try to leave work early and find a way of going to fetch them.

This is an awful experience, and I have to say that it is not alien to me. I grew up not in Watford but in the west midlands, and many years ago I worked at Birmingham airport. I worked all sorts of shifts: 6 am to 2 pm, 2 pm to 10 pm, and, often, the night shift. This probably would not be allowed now, but back in the 1990s I worked 24-hour shifts. I have stood at bus stops at 9 pm, or 10 pm, or when a shift has finished early, in the dark, waiting for a bus that does not come, not knowing when the next one will arrive, and not knowing what decision to make. Have all the buses been cancelled, or will the bus arrive but drive on past the stop because it is too full to let any more people on?

Anyone who has been a bus user understands that this is not a simple issue. It affects how people feel, it affects their trust in the system and the network, and it leads them to ask themselves, “Should I continue using the bus?” Every time there is an issue, bus use declines, which is why buses are not popular and why routes are not changed. This, as I have said, is not an isolated data-related point; it is about the people who are actually involved.

In the modern era, by means of technology such as apps, websites and indicator screens at bus stops, it is possible to have much better information, via GPS, about where vehicles are. We see it all the time with taxis nowadays: we can physically see where a taxi is after it has been ordered. If we are at a bus stop and we know that there will not be a bus for an hour, at least we can plan around that, but standing for minute after minute wondering whether the bus is going to come and what is going to happen is a massive issue. The bus companies have an excellent opportunity to look at how they use their apps and other technology, and how they can ensure that timetables are better indicated.