The Chew Valley in North East Somerset is once again at risk of losing all its regular bus services following government cuts to regional transport funding.
After losing all bus services in 2023, the local community rallied to restore transport links by establishing two new routes—the 99 “Chew Valley Cat” and the X91 “Chew Valley Sprint”—in 2024. These services have been financially supported through the West of England Combined Authority’s (WECA) WESTlocal scheme, which empowers community groups to commission fixed-route bus services.
However, recent reductions to WECA’s bus funding threaten the continuation of these vital services. Although the current bus contracts have been extended, their operation is only guaranteed until July 2026, leaving residents uncertain about future connectivity.
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David Harding, Chew Valley’s Liberal Democrat councillor, spoke at a January 30 WECA meeting warning that eliminating fixed bus routes would force reliance on the WESTlink demand-responsive transport (DRT) system. “WESTlink has proved inadequate in rural settings like ours,” Harding said. “It cannot meet the public transport needs of our dispersed and isolated communities.”
Despite similar names, WESTlocal and WESTlink serve different functions. WESTlocal funds traditional, timetabled buses operated by community groups, while WESTlink offers on-demand minibus services that deviate from fixed routes and schedules. The latter’s limited reliability in rural areas has raised concerns among local campaigners.
Funding complexities add to the challenges. WECA’s bus funding comes partially from government grants and member councils' levies. While WECA received £57.5 million in 2022 for its bus service improvement plan, the newest three-year grant totals £42.4 million—a significant cut. Although North Somerset receives an additional £9 million bus grant, overall funding remains reduced, sparking alarm among local politicians.
Kevin Guy, leader of Bath and North East Somerset Council and WECA committee member, criticized the latest funding drop as unacceptable. “We expected a new government to support public transport improvements; instead, these cuts threaten vital rural services,” he stated.
Fiona Gourley, the council’s rural transport lead, emphasized the importance of funding conventional bus routes rather than further investing in schemes like the Kid’s Go Free initiative. “A bus pass doesn’t help if there’s no bus running,” Gourley remarked.
Feedback from local users underscores the buses' community value. Harding highlighted a comprehensive survey showing the X91 and 99 routes significantly enhance users’ wellbeing by reducing isolation and connecting villages. Satisfaction levels far exceed those of neighboring fixed-route services.
Jackie Head, part of the community group behind the bus services, expressed deep concerns over potential reliance on WESTlink after July. She revealed WESTlink currently fulfills only 41% of ride requests in the area, underscoring its limitations for rural residents.
In response, local Liberal Democrats have launched a petition demanding that WECA Mayor Helen Godwin prioritize funding for fixed-route buses, pursue bus franchising, and abandon overreliance on unreliable demand-responsive systems.
WECA announced the extension of most WESTlocal buses’ two-year trial until July 2026 to allow evaluation of both WESTlocal and WESTlink performance. Future plans may combine semi-fixed routes with demand-responsive elements in rural and suburban zones, aiming to balance timetabled service guarantees during peak hours with flexible coverage.
As the July deadline approaches, Chew Valley’s transport future hangs in the balance, with the community hopeful that sustainable, reliable bus services will remain a cornerstone of rural connectivity.