Jerome Mayhew MP: speeches 2025

Speeches

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  Clause 12 amends the Transport Act 2000 to set out the new process for varying a franchise scheme. In particular, subsection (2)(b) removes the minimum notice period of six months before a variation can come into effect. I will not seek to divide the Committee on this, but what assessment has been undertaken of the impact of a reduced notification period on service providers? What confidence can the Minister give current service providers that the impact will be minimised? What was the original rationale for the six-month delay, and what has changed to remove the need? Government amendments 7 to 10 are sensible clarifications to ensure that the requirement to consider policies under section 108(1)(a) of the Transport Act applies only where such policies are mandatory. I fully agree with them. Government amendments 11 to 16 tidy up the requirement for consultation with the devolved Administrations in Wales and Scotland, where a proposed franchising scheme under amendments 11 and 12, or a variation of an existing scheme under amendments 13 to 16, would affect the devolved area. Again, that is a sensible clarification that needs no further elaboration.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  I am so sorry—it is in the name of the hon. Member for Middlesbrough and Thornaby East (Andy McDonald). I will therefore address amendments 34 to 37, which would allow for a direct award to local government bus companies. I fully understand the rationale behind the Bill, but looking at clause 13, I do not think that that award is excluded by the current drafting, because the term of art is “operator”, and a public bus company could be an operator.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  Clause 13 amends the Public Service Obligations in Transport Regulations 2023 to allow franchising authorities to make a direct award for the first local service contract under a franchising scheme to the “incumbent operator”—that is the important phrasing. The intention, as I read it, is to allow for a smooth transfer of operations to the new scheme, where the qualifying conditions are met. Proposed new regulations 16A(1)(a) and (b) specify that the award must be of a local service contract within the franchising scheme and where no local services are currently provided. Proposed new regulation 16A(1)(c) sets out that the operator must have provided the same or similar services for at least three months prior to the new contract. I acknowledge the objectives of the clause, but I am concerned that it raises more issue than it addresses. The approach could look like a cosy agreement, which is a theme that I have addressed a couple of times today. Where we are awarding a further contract to an existing contractor, without going to market or tendering more widely, there is a perception, if not a reality, of a cosy agreement. It cuts out competition and favours one operator over the others, and it is not just for a short period; it is for a period of up to five years, as set out in clause 13(3). The likelihood of a challenge from other bus operators in the area, who are angry about being excluded, may well be quite high, yet proposed new regulation 16A(2) requires the local transport authority to publish information relating to the contract only within six months of granting the direct award. We therefore have a transfer that may look like a sweetheart deal between the local transport authority and the existing service provider, which may be the municipal bus company but could equally be a private provider, while the judicial review, which is the mechanism by which an external aggrieved party can challenge that decision, has an application deadline of three months—12 weeks. Under the clause, the requirement to publish the information on which that judicial review could be based falls fully three months after the judicial review deadline, so there is a problem with the timings set out in the Bill. What is the point of publishing the information in subsection (3) six months after the date of the award? Other operators cannot go to judicial review, because the deadline has already passed, so what use is it and to whom? I have a simple question for the Minister. What process should operators follow to challenge a sweetheart deal, as they obviously should be able to do? If the information is six months’ old, it cannot be through judicial review, because they will not have been provided with the information before the three-month deadline. What process do the Government recommend that operators should follow, and what information will be available to them? What is the reason for such a long delay in providing information? The information is there from day one, because the local authority and the existing provider will have signed a contract, so all that needs to be done is publish it. What governance provisions will be in place to guard against improper preference, because it may well feel like that has been involved to excluded competitors looking in from the outside? They need to have extra special confidence that there is sufficient governance in place to guard against that, especially if the provider is a municipal bus company, for the obvious reason that they have skin in the game—I will not rehearse that argument. Amendment 72, tabled by the Green party, would have an effect similar to amendments 34 to 37 by removing the ability to grant a contract to a private operator working outside a franchising scheme—for example, in an enhanced partnership.

• 26 Jun 2025 · Local Bus Services · Hansard source

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  I am grateful for that answer, and we have four hours of Bill Committee later today to rehearse the arguments yet again. In an earlier answer, the Minister said that he is providing £1 billion of support for buses in this financial year, but surely he knows that £700 million goes to help local authorities navigate the huge administrative burdens that come with franchising and the other schemes that the Government have in mind. That leaves just £255 million for actual bus services across the whole of England. That is only enough to satisfy Andy Burnham for a year, yet we have full fat being pursued by Liverpool and West Midlands. I ask again: where is the money to support those ambitions?

• 26 Jun 2025 · Local Bus Services · Hansard source

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  The Government know that bus franchising is commercially risky and very expensive for any local authority. We know that because Transport for London costs taxpayers £650 million a year in subsidy, and Andy Burnham’s Bee Network in Greater Manchester is currently on course for an annual deficit of £226 million, when its business plan was for a forecast profit. What is the point of giving risky franchising powers to every local authority in the country when the Government do not provide the money to support them?

• 24 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (First sitting) · Hansard source

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  I will tell you at the end of the day. The Opposition welcome the Bill in principle, which is why we did not divide the House on Second Reading. We welcome it because franchising was an innovation that the previous Government introduced in 2017. At that stage, it was limited to mayoral combined authorities, although any local authority could apply to the Secretary of State for agreement that franchising could be brought in. We are concerned, however, that the Bill does not deliver the goals of value for money and improvement of passenger services as it is currently drafted. It is therefore important that we use this opportunity to carefully consider the many amendments from the Government, official Opposition, the Liberal Democrats and the Greens; each of them has their various merits, and there are many good ideas to improve what every party agrees is currently an imperfect Bill. That brings me to clause 1—the purpose clause—which was proposed by the Earl of Effingham in the other place, and received substantial support. It ensures that the overarching aim of the Bill is to improve bus services, and that that remains at the heart of all decisions undertaken in its provisions. By explicitly requiring the Secretary of State to have regard to that purpose, the clause embeds into the legislation a commitment to improve bus services. That is not merely a formality; it is about setting a clear duty on the Secretary of State to put the improvement of bus services at the core of any decisions he or she makes under the legislation. The clause gives the Bill a necessary focus; it is the framework on which all the baubles of other clauses and requirements are hung. That is important when there is a change to structures, as the Bill anticipates, because it is easy for process to take over from the clear objectives of the Bill. In a purely commercial construct, where there is an operator driven by the profit motive—they need to drive fare box and have customers to get a return on their investment—it is obvious that the natural incentives focus on the customer. When we move to a franchise and the primacy of commercial incentives are removed, the risk is that the customer gets overlooked. In what is commonly described as full-fat franchising—rather like the Manchester example of the Bee Network, which I believe we will refer to quite frequently in Committee—the local authority takes full assumption of commercial risk within its remit and the operator is contracted merely to provide a service. That brings the temptation to mould services in favour of the supplier—particularly if the supplier is a municipal bus company, such as an in-house provider—as opposed to the passenger. With external providers, there are a couple of checks on that: first, the direct relationship between fare box and profitability, which I have already mentioned; and secondly, the local authority’s overseeing position to challenge operators and hold them to account, particularly when partnerships are the enhanced partnerships that we have in many local authorities around the country. That combination enforces the interests of the passenger, even when they are not directly consistent with commercial performance. Under wider franchising, there is a risk—albeit a manageable one—that that check will disappear, because local authorities may become both the judge and the jury. That makes the purpose clause even more important to ensure that the Secretary of State focuses on passengers in every decision. It makes it clear that the accountability for achieving that result lies firmly with the Secretary of State, and it is useful, as in any complex consideration, to have organisational clarity. Nothing in the Bill, other than here in clause 1, puts passengers front and centre—that is a notable omission from the Bill as currently drafted; all the rest deals with procedure. Placing an explicit duty on the Secretary of State provides a valuable guiding principle throughout the Bill’s implementation period, and ensures that every step taken under the Bill will be aligned with the objective of improving bus services for all those who rely on them. The Minister in his opening remarks said that the clause was not necessary, because it does not encompass “the full scope of the Government’s ambition.” Yet the clause says that the Bill will “improve the performance, accessibility and quality”. Surely “quality” encompasses safety, which was the Minister’s example as to why the clause was inadequate to describe the full scope of the Government’s ambitions. I push back on that, because quality does encompass safety in the ordinary sense of that word. Paragraph 1 of the Government’s explanatory notes for the Bill says: “The Bus Services (No. 2) Bill brings forward primary legislative measures intended to support the government’s commitment to deliver better buses.” Clause 1 honours that Government commitment to deliver better buses and should remain part of the Bill.

• 24 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (First sitting) · Hansard source

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  Clause 2 amends the Transport Act 2000 in relation to the availability of franchising schemes. It is essentially a facilitating clause to allow for one of the really important changes in the Bill, which is to remove the requirement for the Secretary of State to consent to any local authority other than mayoral combined authorities when deciding whether to embark on a franchising scheme.

• 24 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (First sitting) · Hansard source

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  There is a lot of to-ing and fro-ing about which system passengers prefer. The way to really judge that is through ridership—how many people take the buses. It is absolutely right that in Greater Manchester, under the Bee Network, there has been a post-pandemic increase in ridership of about 34%, from memory. However, does the Minister not accept that in Norfolk, where there is an enhanced partnership, ridership has increased by more than 40%, and in Essex, another enhanced partnership area, ridership has increased by more than 50%? The point is that it is not the scheme design that is fundamentally important, but the way in which it is approached. Does the Minister accept that we can have outcomes that are just as good—better outcomes, in fact—through enhanced partnerships as we can through franchising?

• 24 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (First sitting) · Hansard source

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  Clause 3 is not controversial, so I will not make a long speech. Proposed new subsection (2A) of the Transport Act 2000 simply makes it clear that, where more than one area is specified in a franchising scheme, the specified areas “need not be contiguous.” I say no more about that. Amendment 70, in the name of the hon. Member for North Norfolk, adds a reference to bus hubs. As he is my constituency neighbour, our constituents share many of the same experiences, and I absolutely support the sentiments that he eloquently expressed: rural areas are often overlooked, bus policy is designed with the major cities and large towns in mind, and policymakers—perhaps because they have limited experience of life in the kind of rural communities that he and I serve—do not consider the very different challenges that we face. I therefore support the sentiment of the amendment, but the challenge is the cost. We keep coming back to the money—or lack of it—in this legislation, because it is disproportionately expensive. The hon. Member is absolutely right that park and ride is an interesting hub-and-spoke model for rural areas, but there is also the on-demand model, which I have previously described as the Uberfication of rural transport. The tech is obviously already there. Someone books in and says that they want to go from here to there; the algorithm sorts out the route and how many people can be picked up; and then they are delivered from door to door. Because it is door to door, it has the opportunity to provide an improved customer experience. The challenge is getting the take-up, because it requires a large number of people to buy into such a scheme, and the set-up costs are expensive. There has been a trial in Wymondham, in Norfolk, where the county council put forward a type of on-demand rural service, but the take-up was disappointingly low. Why was that? My working hypothesis is that, if it is a pilot, hardly anyone knows about it, but if there is wide-scale adoption—“This is the future of rural transport”—and it is backed up with public information so that everybody in the community cannot help but know about it, the take-up will be much greater and that then transforms the economics of it. As a fellow Norfolk MP, I fully support the concept behind the hon. Member’s amendment, but I am afraid that I question whether it is needed, given the specifics of the drafting. As “places” are not defined under the clause as drafted, I am not sure about the requirement to define a specific place—this is my lawyer’s background coming through; it is a nasty rash I am developing—and I wonder whether there is a legal need for that clarification. I will move on to clause 4. According to the explanatory notes, it inserts proposed new paragraph 123H(2B)(a) into the 2000 Act to clarify that services can be specified by routes or the places intended to be served. I think that is sensible. For example, a franchising authority could specify the services by listing the principal points to be served, so, “The local services to be provided under local service contracts are ones that serve the following principal points,” followed by a list of what they are, such as the hospital, the railway station and the doctor’s surgery. Another example under this proposed new subsection would be for services to be specified route by route. I will come back to that in a moment, because that is quite an important clarification when we look at the kind of operators that will be in a position to provide these services. Specifically, there is a question about the access of small and medium-sized enterprises to contracts under franchising, which sounds a bit niche but is nevertheless important. Proposed new paragraph 123H(2B)(b) of the 2000 Act clarifies that services can be specified by describing intended services in general terms. It is broad and gives franchising authorities a wide range of options for specifying services under this proposed new subsection. That, again, is eminently sensible; I will not go into the detail. Proposed new paragraph 123H(2B)(c) of the 2000 Act clarifies that franchising authorities can combine the approaches under proposed new paragraphs (a) and (b). For example, a franchise authority that covers both urban and rural areas could specify services by reference to the specific routes for the urban areas, in line with proposed new paragraph (a), and then could take a broader approach for the rural areas. Finally, paragraph (d) clarifies the catch-all that franchising authorities can specify services “in such other way”.

• 24 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (First sitting) · Hansard source

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  I do not disagree with anything the hon. Member said. I do not have in my head the financial details associated with rural hubs, but it makes more commercial sense as a matter of principle, although it would probably not be profitable, to have a hub-and-spoke approach rather than an hourly service for every village. I do not know whether the hon. Member has counted the villages in North Norfolk, but there are well over 100 in Broadland and Fakenham, so that would be a challenge for any provider. The Opposition support the concept of new clause 35 if the finances—the missing link—add up, but we question the need for it, because there is nothing in the Bill to prevent local authorities from doing what it sets out.

• 24 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (First sitting) · Hansard source

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  It is very reassuring to have you in the Chair, Sir Roger. I already feel calmer, and I am sure the Minister does as well.

• 24 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (First sitting) · Hansard source

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  The Minister is right, of course, that all sorts of different franchising schemes and mechanisms are available, and I am looking forward to his description of the Jersey model. However, does he not recognise and accept that, of the authorities that have expressed a direction of travel so far, both Liverpool and West Midlands have also decided to go down what I have described as the full-fat model? It is not just Manchester being an outlier. It is likely that the Bill will ensure—in fact, it is happening already—that full fat is seen as the direction of travel. Does the Minister not think that that is correct?

• 24 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (First sitting) · Hansard source

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  I agree with much of the hon. Lady’s description of Warrington’s Own Buses. A few weeks ago, I spoke to the company’s managing director and I was impressed, as I said on Second Reading. However, does the hon. Lady agree that that is because Warrington’s Own Buses has 30, 40 or 50 years’ institutional experience in running those kinds of services—experience that other local authorities simply do not have? Does she also agree that exactly the same delivery of services can be achieved through an enhanced partnership, in which the operator works in collaboration with the local authority, and it is up to them to decide what is important for the community?

• 23 Jun 2025 · UK Military Base Protection · Hansard source

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  The Armed Forces Minister was asked a direct question by the shadow Secretary of State for Defence. It was simply this: do the Government support the United States’ actions in Iran over the weekend? The answer he gave was that he agreed that Iran should not have a nuclear weapon. That is not the answer to the question he was asked. What is the answer? Do the Government actually know whether they support the US action? If they do know their own mind, why will he not tell us?

• 19 Jun 2025 · UK Infrastructure: 10-year Strategy · Hansard source

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  I cannot believe it, but I agree with the hon. Member for Walthamstow (Ms Creasy). It is a shock to the system, but the Chief Secretary has announced the return of the public-private partnership. The last Labour Government were a byword for disastrous contractual negotiations, and that led to the infamous £1,000 lightbulb. Given that Labour was so bad at these contract negotiations last time around, what confidence does the Chief Secretary have that he will be any better this time around?

• 19 Jun 2025 · Water Safety Education · Hansard source

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  rose —

• 19 Jun 2025 · Water Safety Education · Hansard source

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  Was that the hon. Gentleman’s next point? I intervened too soon! [ Laughter . ]

• 19 Jun 2025 · Water Safety Education · Hansard source

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  Firs, I congratulate the hon. Gentleman on his first outing on the Front Bench—he is doing a very good job. Secondly, I will not quibble over who it was who obtained the funding from the Conservative Government—the Conservative Member of Parliament or the Liberal Democrat district council—so let us leave that to one side. Thirdly, I join the hon. Gentleman in welcoming the development of having a swimming pool in Fakenham. Does he agree that that will go a long way in helping people in Fakenham and the surrounding area to learn to swim?

• 17 Jun 2025 · Crime and Policing Bill · Hansard source

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  Will the hon. Lady give way?

• 17 Jun 2025 · Crime and Policing Bill · Hansard source

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  Will the Minister give way?

• 17 Jun 2025 · Crime and Policing Bill · Hansard source

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  Will the Minister give way?

• 17 Jun 2025 · Crime and Policing Bill · Hansard source

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  On a point of order, Madam Deputy Speaker. Irrespective of our position on the votes that we have just taken, we have to acknowledge that we have made a major change to abortion law, yet that was on the basis of no evidence sessions, no Committee stage scrutiny, and just 46 minutes of a Back-Bench debate and a winding-up speech by a Minister who refused to take any interventions, when the Chamber was full of one-line debates. If we want to continue like this, can you advise me, Madam Deputy Speaker, on how we can improve our rules, so that we do not have this situation in the future?

• 12 Jun 2025 · Employment Costs · Hansard source

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  20. What steps he is taking to help reduce employment costs for employers.

• 12 Jun 2025 · Employment Costs · Hansard source

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  The Minister seems to be in denial. As a former entrepreneur, I visit lots of businesses in my constituency, and I talk to them about their fears. Not a single one has anything positive to say about the Employment Rights Bill—indeed, they are concerned that it will reduce employment, not increase it, and it has been estimated that it will increase costs by more than £5 billion. The Minister has been asked this before, so he has had a lot of time to think about it: can he name a single business that publicly supports the Employment Rights Bill?

• 10 Jun 2025 · Mass Transit: West Yorkshire · Hansard source

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  That is an interesting point. If it is fantasy money, this is a fantasy announcement from last week. I suspect that the Treasury has realised that it is not fantasy money. It is the scheduling of capital expenditure in five-year periods, a bit like we have with road networks and the road investment strategy. In the RIS system we have a five-year forward allocation of resources, and this is just the same, so there is a little political sleight of hand here. A report by Steer suggests that a light rail vehicle with a capacity of 200 operating every three minutes can carry up to 4,000 people per hour in each direction. That is equivalent to about 50 fully laden buses. The aim now is to get it up and running in the mid-2030s. But if the past is any guide, the biggest risk to the project is delay and cost overruns. With that in mind, I ask the Minister these questions. What steps is she taking to ensure that costs are contained and deadlines do not slip? Has the West Yorkshire combined authority set out a timeline for the environmental and technical work to enable the development to proceed on time? Can she outline what discussions she has had with the mayor to ensure that upgrades to heavy rail infrastructure, such as the trans-Pennine route upgrade, are fully integrated? Can she provide assurances that tomorrow’s transport budget will not see cuts in other areas? Will this scheme actually be delivered? We shall wait and see. I certainly wish it well, but I understand why the residents of West Yorkshire feel sceptical.