Simon Lightwood MP: speeches

Speeches

• 10 Sept 2025 · Bus Services (No. 2) Bill [Lords] · Hansard source

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  I thank the hon. Gentleman for his intervention. The national fare cap has been successful. We continued to expand it to ensure that it was affordable across the board. I hear what he says, but I go back to my points: we were giving local areas the power to do exactly what he is talking about. We are undertaking an evaluation of the £3 bus fare cap. The outcomes will be known in the coming year. I hope hon. Members will withdraw the amendments.

• 10 Sept 2025 · Bus Services (No. 2) Bill [Lords] · Hansard source

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  I beg to move, That the clause be read a Second time.

• 10 Sept 2025 · Bus Services (No. 2) Bill [Lords] · Hansard source

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  I completely agree, and unlike the Conservatives, we actually got it funded. I thank hon. Members for the new clauses and amendments on the provision of socially necessary services. Clause 14 requires areas with enhanced partnership schemes to specify a process that will apply when a local transport authority wants to change or cancel a socially necessary local service. In franchising areas, existing legislation and measures contained in the Bill set out a detailed procedure governing changes to a franchising scheme. That includes changes to services specified in a scheme. Careful consideration has been given to the Bill’s measures, ensuring that there is an appropriate balance between consultation and burdens being placed on local transport authorities. The consultation requirement proposed by new clause 32 would be duplicative. On amendment 2, when the Bill was debated in the other place, my noble Friend the Minister for Rail made a statement to the House to officially confirm that medical and educational establishments come within the definition of essential goods and services. My Department is also producing bespoke guidance for LTAs, which will emphasise that point. The desired effect of amendment 5 is already sufficiently covered by the Transport Act 2000. On amendment 6, following the spending review settlement, LTAs will be allocated a significant amount of support through the bus fund to decide where they can invest in their services. My Department has committed to ensuring that funding is fairly allocated. The amendment runs contrary to the Government’s aims. Amendment 7 is contrary to the Government’s view that local leaders are best placed to make decisions on how they spend their funding. Restricting the range of choices for how a local authority does that would therefore go against the spirit of the Bill. On amendment 8, the Department already publishes bus data through the bus open data service. That provides timetable, bus location and fares data for local bus services across England. The Department also publishes bus statistics through gov.uk. The majority of the statistics are updated annually, with information on bus fares made available quarterly. Providing further information directly to Parliament is therefore not necessary. Amendment 60 would create practical challenges and may not provide the benefits the hon. Member for Brighton Pavilion (Siân Berry) is seeking. The needs of communities evolve over time. Services that previously ran may have been integrated into other bus networks through changes intended to make the bus route better reflect current needs. I also note that the amendment does not work because an operator cannot amend or cancel an already cancelled service. For the reasons I have outlined, I ask hon. Members to withdraw those amendments. Amendment 14, tabled by the hon. Member for Wimbledon (Mr Kohler), with the support of the hon. Members for Brighton Pavilion and for South Devon (Caroline Voaden), would include training on domestic abuse, as defined in the Domestic Abuse Act 2021, in the mandatory training for bus staff on crime and antisocial behaviour. The hon. Member for Wimbledon tabled the same amendment in Committee. In Committee, I said that clause 34 captured domestic abuse because it is already a criminal offence. However, I must clarify that there is no specific criminal offence of “domestic abuse”. Under existing legislation, if someone commits a criminal offence and that behaviour also satisfies the definition of domestic abuse under section 1 of the 2021 Act, it is treated as an aggravating factor in the commission of the underlying offence, and that can also be considered during sentencing. The definition of “abusive behaviour” in the 2021 Act includes physical or sexual abuse, violent or threatening behaviour, controlling or coercive behaviour, economic abuse, and psychological, emotional and other abuse. The measures in the Bill already account for abusive behaviours that are also criminal offences. However, that is unlikely to be the case for parts of the definition from the 2021 Act—namely economic abuse, or psychological and emotional abuse, which may not be criminal offences. Those abusive behaviours are less likely to be apparent, and I do not consider it reasonable to expect bus staff to be able to identify instances of such behaviour in the course of their duties. Should an incident escalate to a criminal offence that would cause a victim or potential victim to fear for their personal safety, it would be covered under the Bill. For those reasons, I ask the hon. Member for Wimbledon to withdraw amendment 14. On minimum service levels, I thank the hon. Member for North East Hertfordshire (Chris Hinchliff) and my hon. Friend the Member for Heywood and Middleton North (Mrs Blundell) for tabling new clauses 22 and 45 respectively, and those who sponsored the new clauses. I also thank my hon. Friend the Member for Shrewsbury (Julia Buckley)—I always look forward to her reminder about Sunday services in Shrewsbury, and hope that those days are numbered given the Bill’s progress. The Bill will empower local areas across the country, including by giving them the tools to decide where to run services and their frequency. The Government expect local transport authorities to consider the transport needs of everyone in their area, including those in more rural parts, as set out in the Transport Act 2000. I clarify for the hon. Member for North East Hertfordshire that section 108 of that Act requires an LTA to develop policies that meet the transport needs of persons living, working, visiting or travelling in the authority area. If an area chooses to franchise its bus services, it must consider lots of factors to determine the right level of service needed to support its communities. That level is likely to be different in different areas. Similarly, when an LTA considers an enhanced partnership, a lot of work is undertaken to understand the service level that the local area requires, and it will then work with operators to investigate how best to proceed. [ Interruption. ] I believe that I am being hastened on. [Hon. Members: “More!] I have never been so popular. Finally, let me address the amendments on zero emission buses. In developing the Bill, we have taken into account the need to provide the industry with sufficient notice before the measure comes into effect, and with reassurance that it will not happen suddenly. We have also considered the impact on bus manufacturers. A significantly earlier date could impact on bus operators and passengers. The costs of decarbonising sooner could lead to reduced services, increased fares and an increase in car use. With that, I bring my remarks to an end. I thank Members for their contributions. Question put and agreed to. New clause 38 accordingly read a Second time , and added to the Bill . New Clause 2 Extend eligibility for disabled bus passes “The Secretary of State must remove the time restrictions on the use of concessionary travel passes for disabled people within the English National Concessionary Travel Scheme.”— (Tom Gordon.) This new clause would require the Secretary of State to remove time restrictions on the use of disabled concessionary travel passes. Brought up, and read the First time. Question put, That the clause be read a Second time.

• 9 Sept 2025 · Accessibility of Railway Stations: Dulwich and West Norwood · Hansard source

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  I particularly enjoy offering meetings to my colleagues, and I am sure that the Rail Minister will have heard that request. We will soon be announcing which of those 50 stations will move into the next design phase. That is a sign of our ongoing commitment to make the railway more accessible, more inclusive and more modern. Accessibility is, rightly, a “golden thread” embedded in everything the Department does, and that extends to how we design, build and maintain our railways. Every time we install, renew or upgrade station infrastructure, whether that is a new platform, a concourse, a footbridge or a ticketing system, those works must meet modern accessibility standards. Infrastructure managers, station operators and service providers are legally required to ensure that those facilities comply with accessibility requirements, as laid out in the relevant legislation and guidance. Where those obligations are not met, enforcement action can be taken by the Office of Rail and Road, the independent regulator. That approach is absolutely right, because although progress is encouraging, it must be sustained and consistent. Accessibility standards across the rail network cannot depend on geography or luck. Whether someone lives in a city centre or a rural town, and whether their station is a major interchange or a small local stop, the right to access the railway should be universal. That does not stop at stations, of course; it includes improvements to rolling stock, including audio and visual announcements, priority seating, wheelchair spaces and on-board assistance. It also includes training staff to help change cultures and to provide appropriate support to disabled passengers, and not just in terms of procedures but also with empathy, understanding and respect. I would like to touch on the Government’s wider commitment to deliver an accessibility charter, recognising the importance of consistency across all modes of transport. The charter will bring together in one place the guiding principles that underpin the rights and responsibilities of disabled passengers, regulators, enforcement bodies and operators. Research suggests that disabled people are less confident travelling across modes than non-disabled people. We are determined, working together with stakeholders, to change that. We want to empower disabled people to travel easily, confidently and with dignity for their entire journey. A truly accessible transport system cannot rely on a single mode being accessible; it must be focused on the entire journey. That is why later this year we will be setting out our plans to improve accessible travel across all modes, as part of our integrated national transport strategy. Although we have made progress, we know that for too many people travel on our public transport system and our railways is still not as easy or reliable as it should be. A broken lift, an unexpected platform change or a lack of staff support can turn what should be a straightforward journey into an ordeal. For some, the barriers remain so great that they do not even try. I want to make it clear that that is not acceptable. That is why the Department for Transport will continue to seek every opportunity—through targeted investment, improved infrastructure, policy reform, and partnership with industry and communities—to improve access across the network. Whether it is through the Access for All programme, major station redevelopments or ongoing commitments to accessibility compliance, we will not stop pushing for railways that are fully inclusive.

• 9 Sept 2025 · Accessibility of Railway Stations: Dulwich and West Norwood · Hansard source

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  Thank you, Madam Deputy Speaker—I have made a note of that particular station and will be speaking to the Rail Minister about it as a priority, as I am sure Members will understand. I begin by congratulating my hon. Friend the Member for Dulwich and West Norwood (Helen Hayes) on securing the debate. She is right to raise the important topic of accessibility at stations in her constituency. I assure her and all Members of this House that the Government understand the enormous emotional, social and economic benefits that accessible transport delivers not just for the 16 million disabled people in the UK, but for families, communities and our economy as a whole. A railway that works for everyone is not a luxury, but a necessity. Whether someone is using a wheelchair or has a visual impairment, or is pushing a pram, carrying heavy luggage or recovering from injury, their needs matter. That is why the Access for All programme is such a vital part of our strategy for improving accessibility. Since its launch in 2006, that programme has made tangible improvements to accessibility at stations across the country, and I am pleased to report that progress continues. To date, we have delivered step-free access at over 260 stations across Great Britain. That means properly installed lifts, ramps, tactile paving, improved signage and wayfinding changes that make a real difference to the everyday lives of passengers. In addition to those major upgrades, we have completed over 1,500 smaller-scale improvements, which include everything from accessible ticket machines and better lighting to handrails and help points. Those might seem like small things, but for someone with limited mobility or visual impairments, they can make all the difference between a journey that is possible and one that previously has not been. Although I am pleased with that progress, it is not just about numbers; it is also about impact. Behind every accessible station there is a person who can now get to work, visit friends and family, attend school or simply enjoy a day out without relying on others or facing barriers that others do not even have to think about. However, we know that this work is not finished; we know that we must go further and that the pace of change is not always fast enough. Earlier this year Network Rail completed feasibility work on 50 stations identified as strong candidates for future Access for All investment. Those stations were chosen carefully, based on criteria that reflect demand, need and opportunity for improvement. My hon. Friend raised the issue of criteria. As she mentioned, stations are nominated by the industry in consultation with local authorities and others, including TFL, to ensure that the funding benefits as many passengers as possible. Stations are then assessed by annual footfall, and weighted by the incidence of disability in the area, using census data. Local factors, including, as she said, whether a station is near a hospital, the availability of third-party funding and the deliverability of the station, are also considered. Additionally, we aim to ensure a fair geographical spread of projects across the country. I would be happy to facilitate a sit-down meeting with the Rail Minister, so that my hon. Friend can discuss the issues in her constituency, and the opportunities for future rounds of Access for All funding.

• 9 Sept 2025 · Accessibility of Railway Stations: Dulwich and West Norwood · Hansard source

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  Perhaps I could come back to my right hon. Friend on that—I will consult the Rail Minister and ensure that I get her an accurate answer. Our vision is clear: a railway that works for everyone; a railway where no one is left waiting on the platform; a railway where opportunity, independence and mobility are not privileges, but rights. Question put and agreed to.

• 14 Jul 2025 · Condition of Roads: Cheshire · Hansard source

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  I congratulate the hon. Member for Chester South and Eddisbury (Aphra Brandreth) on securing this debate on the condition of roads in Cheshire, and on her admirable efforts to highlight her constituents’ concerns. I also thank all hon. Members who have contributed to this debate. Like everyone else in the Chamber, I appreciate that this country is suffering from a plague of potholes and poor road conditions. Not only are those a costly nuisance to drivers, but they are a great risk to all road users, including cyclists and motorcyclists, who are more vulnerable. The public are the ones facing the repercussions of our poor roads and the maintenance backlog that has built up everywhere over the past decade, and I believe we are all in complete agreement that this must stop. This Government are up to that challenge, and are determined to improve conditions for all road users. We are already putting our money where our mouth is by providing £500 million of extra funding for highway maintenance this year, taking overall spending through the highways maintenance block to nearly £1.6 billion this year. That is the largest ever amount of funding for local highway maintenance in England in one year, and means a huge increase in funding for nearly every local highways authority in England, including in Cheshire. In the hon. Member’s area, Cheshire East council will receive up to an additional £5.54 million of highways maintenance funding this year on top of around £15.5 million in baseline funding, while Cheshire West and Chester council will receive an additional £4 million of highways maintenance funding this year on top of around £11.4 million in baseline funding. The Government are determined to transform the condition of the country’s highways. The hon. Member will also note that 25% of this year’s funding uplift is contingent on each local highway authority meeting the requirements announced by the Secretary of State in March this year. We are making sure that road users, such as the people of Cheshire, have full transparency from local authorities over how this investment will be spent in transforming their roads. All 154 highway authorities were required by 30 June to publish clear information about the condition of their networks and their plans for how they will use the additional funding. I am pleased to confirm that both Cheshire highway authorities have returned their reports. The hon. Member’s constituents will be able to see that last year in Cheshire East, for example, the council estimated that the number of potholes they filled increased by nearly 50% compared with the year before. In Cheshire West and Chester, the council is committed—the hon. Member talked about the issues with continuous patching-up—to delivering 12 major resurfacing schemes during this financial year, including on the A559 Chester Way in Northwich and the B5153 in Kingsley. Everyone in England should now have access to these reports by logging on to their council’s website. I was reliably informed that Cheshire East council has an interactive map, and I am sure that the hon. Member, as soon as she leaves the Chamber, will be heading straight to a computer to take a look at that. Everyone will be able to log on to their local council’s website to understand more about what their local highway authority is doing to improve their roads and to see at first hand the difference that this Government’s funding is making. Crucially, it will also help people to challenge their local authority if it is not delivering. However, our funding for local roads does not stop there. The hon. Member should already be aware of the results of the spending review, where it was announced that the Government will provide £24 billion in capital funding between 2026-27 and 2029-30 to maintain and improve motorways and local roads across the country. That funding will allow National Highways and local authorities to invest in significantly improving the long-term condition of England’s road network, delivering faster, safer and more reliable journeys. We will announce allocations for individual authorities in due course. The capital funding for highways also included a £1 billion investment to enhance the road network and create a new structures fund, which will inject cash into repairing roads and rundown bridges, decaying flyovers and worn-out tunnels across the country. Further funding of more than £6 million has been granted for active travel schemes for Cheshire West and Chester and for Cheshire East, for a total of 13 schemes. I am also delighted that on 8 July the Department confirmed that it will provide £48 million of funding towards Cheshire East council’s important Middlewich eastern bypass scheme, which is intended to help tackle congestion and safety concerns in the town centre. To conclude, this Government are dedicated to supporting local highway authorities to improve and maintain roads for all users, and we will continue to prove our dedication through funding, transparency and support for local highway authorities. Question put and agreed to.

• 10 Jul 2025 · Disabled Bus Passes · Hansard source

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  I will not give way again to the hon. Lady. Every single local transport authority in the country has the ability to go above and beyond the ENCTS statutory obligations. Every single local transport authority has been given money to improve bus services, and that can be used to top-up the statutory provisions. I reiterate that the Department has conducted a review of the ENCTS, and many of the issues raised today are included in that review. I will not prejudge the outcome, but I say to hon. Members once again that accessibility is central to it.

• 10 Jul 2025 · Disabled Bus Passes · Hansard source

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  I recognise what the hon. Member is saying, and I will go on to outline some of the other areas where the Government are helping. Improving accessibility is central to our mission. The Bill will help us to deliver safer, more reliable and more accessible networks. It includes specific measures to make bus travel more accessible and inclusive, including through more consistent approaches to the inclusive design of bus stations and stops. The Bill will also require local authorities to produce a bus network accessibility plan, assessing the existing accessibility of bus networks in their areas, and identifying actions that they will take to improve them further. The voice of disabled people will be at the heart of these reforms. We will develop bus stop guidance collaboratively with organisations that represent disabled people, and local authorities will be required to consult disabled people and organisations representing them when making significant changes to their bus networks. In addition, the Government have committed to publishing an integrated national transport strategy this year, which will set the long-term vision for transport in England. A key part of the strategy will be to create the conditions for a transport system that works together to deliver for its users and that makes it easy for people to get around. Everyone should be able to access real-time information, and simplified, integrated ticketing, and we have been exploring those themes as part of our policy development.

• 10 Jul 2025 · Disabled Bus Passes · Hansard source

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  Under the previous Government, up to 50 stations were funded, with feasibility studies under the Access for All programme. I do not know whether the hon. Member’s station is part of that, but I am happy to take up that subject outside the Chamber. We also know that these plans will be backed up with funding. That is why the Budget allocated more than £1 billion to local bus services for 2025-26, including £12.5 million for York and North Yorkshire combined authority. Funding allocated to local authorities to improve bus services can be used to fund discretionary enhancements to the ENCTS, and we have reaffirmed our commitment through the funding allocated as part of the spending review.

• 10 Jul 2025 · Disabled Bus Passes · Hansard source

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  I congratulate the hon. Member for Harrogate and Knaresborough (Tom Gordon) on securing the debate and providing the opportunity to discuss disabled bus passes, and I thank other Members for their contributions. I appreciate the concerns that the hon. Member for Harrogate and Knaresborough has raised. The Government know the value of the English national concessionary travel scheme, or ENCTS. We want everyone to have straightforward access to high-quality public transport and are committed to improving services so that they are more inclusive and enable disabled people to travel safely, confidently and with dignity. I know, however, that disabled people continue to face unacceptable barriers in their everyday use of public transport, and we are determined to address them. I am committed to working with the sector to drive forward these much-needed improvements. Regarding the specific concerns raised about concessionary bus travel, let me first remind Members of the statutory obligations of the ENCTS. The scheme provides free bus travel to those with eligible disabilities and those of state pension age—currently 66—between 9.30 am and 11 pm on weekdays and all day on weekends and bank holidays. However, local authorities in England have the power to offer concessions in addition to their statutory obligations—for example, by extending the times of use. The hon. Member for Harrogate and Knaresborough pre-empted me saying the following: Department statistics report that 77% of travel concession authorities offer extensions to the beginning of the statutory time period, allowing passholders to travel before 9.30 am on weekdays. Local authorities can also offer companion passes to disabled passengers as a discretionary enhancement—a power we have seen taken up by two thirds, or 66%, of authorities, from Durham to Devon. Indeed, York and North Yorkshire combined authority goes above and beyond the ENCTS on times and companion passes.

• 10 Jul 2025 · Disabled Bus Passes · Hansard source

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  I reiterate that every single local transport authority in the country has the ability to go above and beyond—

• 10 Jul 2025 · Disabled Bus Passes · Hansard source

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  As I mentioned earlier, under the bus services Bill, local authorities will be tasked with producing a bus network accessibility plan—assessing bus networks in their area and identifying actions that they will need to take to improve access. Through the bus grant, local transport authorities can put in place mitigations to improve the accessibility, frequency and reliability of buses in their area. I thank hon. Members for their contributions, particularly the hon. Member for Harrogate and Knaresborough for taking the time to raise this matter. I am sure we will have many more conversations about this and I applaud his persistence on the issue. I hope this response assures hon. Members that this Government are committed to working with local leaders and bus operators to help deliver better, more reliable and affordable bus services for passengers. Question put and agreed to.

• 10 Jul 2025 · Disabled Bus Passes · Hansard source

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  I thank the right hon. Member for his extensive intervention. Every single local transport authority in the country has the ability to go above and beyond the ENCTS. In fact, every single local transport authority under this Government has received funding to support buses. Unlike the previous Government, who offered a “Hunger Games”-style competition, we have done it by a fair formula. The Department conducted a review of the ENCTS, in which many of the important issues discussed today concerning scheme eligibility and travel times were considered. I will not prejudge the outcome of the review, but I want to reassure Members that accessibility and affordability remain central in our commitment to improve bus services for those who rely on them most. As we are all aware, we face a particularly difficult fiscal climate and fiscal inheritance. The ENCTS is vital in supporting local bus travel, assisting with access to essential local services and helping those who use it to stay active and avoid isolation, and we must ensure that it remains financially sustainable. The ENCTS costs around £700 million annually, and any changes to the statutory obligations would therefore need to be carefully considered in terms of the impact on financial sustainability. More widely, this Government are committed to improving bus services across the country. The Bus Services (No. 2) Bill, which we introduced in December, puts the power over local bus services back in the hands of local leaders right across England and is intended to ensure bus services reflect the needs of the communities that rely on them.

• 10 Jul 2025 · Disabled Bus Passes · Hansard source

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  I did not hear who called out first, but I will give way to the hon. Member for Mid Sussex (Alison Bennett).

• 3 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Seventh sitting) · Hansard source

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  Clause 39 would require the Secretary of State to implement a vision zero programme in the bus sector, with the aim of eliminating serious injuries in the course of bus operations. The clause was inserted as a non-Government new clause in the other place. The Government support the principle behind vision zero, because we do not want any deaths or serious injury on our transport network, but where vision zero programmes are being taken forward, such as in London and Greater Manchester, the focus of the strategies is wider than just buses; they are multimodal and take a safe-system view across the transport network. A nationwide programme would cut across the Department’s plans for a road safety strategy and promote a one-size-fits-all approach that is unlikely to work in different settings, such as rural areas. Local leaders are best placed to design the programmes that work to eliminate serious injuries in their local areas. By creating a national programme that would significantly overlap with wider local transport authority management, the clause would undermine the Bill’s intention to empower local areas. It is therefore inconsistent with the Bill’s principles. The Bill aims to empower local leaders to take control of bus services so that they meet the needs of their communities. That includes making the best decisions to encourage safer transport networks in a given area. The Government therefore oppose the clause standing part of the Bill.

• 3 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Seventh sitting) · Hansard source

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  Clause 38 places a statutory duty on the Secretary of State to conduct a review, within two years of the Bill’s enactment, on the level of bus services being provided to villages in England. The clause was inserted into the Bill via a non-Government amendment in the Lords. The Government expect local transport authorities to consider the needs of everyone in their area, including those in more rural parts. Although the Bill aims to improve bus services, the review required by the clause would not be practical to deliver. Measures such as franchising and setting up a local authority bus company are significant undertakings that will take time. It is unlikely that a review after two years would allow enough time to capture and assess the impact on rural areas. The full impact of a franchising scheme or a local authority bus company is not expected to be seen until the scheme or company has been operating for some time. Moreover, although I accept the positive intention behind the measure, it is already addressed by the Bill and wider Government policy. The Government are seeking to reverse the long-term decline in bus services, partly by ensuring that the impact of any changes to bus networks is fully assessed and options are fully explored before a service is changed or cancelled. That will be achieved through measures on socially necessary local services, which will help protect and improve services in rural areas. Beyond the Bill’s reforms, the Department’s support programme includes a focus on rural-specific challenges, with a dedicated Bus Centre of Excellence conference on quality rural bus services this month, and the first two of our franchising pilots, in York and North Yorkshire and Cheshire West and Chester, announced at the spending review. The Government therefore oppose the clause.

• 3 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Seventh sitting) · Hansard source

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  Poor performance by operators delivering franchised services is properly managed through the franchising contracts themselves. The Department’s franchising guidance clearly states that authorities should build mechanisms into their contracts to ensure that better bus service outcomes are delivered and that poor performance from operators can be dealt with. Franchising authorities therefore have the levers to address that without the intervention of the Secretary of State. On the subject of ensuring that franchising authorities successfully deliver bus services, I highlight that LTAs must produce a robust assessment before developing a franchising scheme. An assessment enables an authority to take an informed decision about whether a proposed scheme would deliver better outcomes for passengers and do so in a way that is financially sustainable. The assessment must, in turn, be independently assured. Finally and crucially, I stress that franchising authorities should ultimately be accountable to local people for bus provision and service standards delivered by a franchised network. It would be contrary to the wider principles of the Bill for the Secretary of State to break that line of accountability. I therefore hope that the hon. Member for Broadland and Fakenham will consider withdrawing the new clause.

• 3 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Seventh sitting) · Hansard source

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  Once again, I thank the hon. Member for Brighton Pavilion for tabling new clause 7, which I will discuss alongside new clauses 42 and 43. The new clauses seek to align the GB drivers’ hourly rules with the maximum permitted weekly and fortnightly driving limits in the assimilated drivers’ hours rules. They also aim to increase the break requirements for drivers of local bus services in the GB rules to something akin to those in the assimilated rules. The maximum permitted daily driving time for a bus driver is 10 hours, where the driver is providing a regular bus service and where the route length does not go beyond 50 km. The maximum permitted driving time for a driver providing a service beyond that, as well as for coach drivers and HGV drivers, is nine hours, which is extendable twice a week to 10 hours. While I recognise the hon. Member’s intentions, there are a few unintended consequences to the proposed changes. First, they would increase the number of drivers required to undertake the same amount of work. That would likely have a knock-on impact on the considerable progress made in the last couple of years in addressing bus driver shortages. Secondly, the proposed changes would likely impact how drivers work. When such a change was previously put to bus operators, they advised that it would result in an increase in the number of drivers having to work split shifts. That is likely to be unpopular with bus drivers, because it would likely mean that they would have to wait around at operating bases for a number of hours. Operators have worked hard to avoid drivers working split shifts when organising shift patterns. Thirdly, such a change would limit a driver’s earning potential, due to a reduction in the maximum number of hours they could work. The result of all these changes could lead to bus drivers leaving the profession, which would impact the progress made in addressing driver shortages.

• 3 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Seventh sitting) · Hansard source

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  The amendment would prevent new non-ZEBs from being used on English local bus services from 1 January 2027.

• 3 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Seventh sitting) · Hansard source

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  I thank Committee members for their thoughts on the vision zero programme. My noble Friend the Minister for Rail noted in the other place that the Government are “sympathetic to the aims” behind vision zero. We all want a completely safe bus sector with no incidents. Safety goes wider than buses: other modes of transport share a vision for that, and that includes the Department’s work on a road safety strategy. It is the first such strategy in over a decade, which raises the question of why the previous Government failed to keep us up to date. The Government are already taking steps to improve safety in the bus sector, but we recognise that more needs to be done. We want to eliminate serious injuries and deaths on our transport networks, but the clause cuts across the forthcoming work on the new road safety strategy. Question put, That the clause stand part of the Bill.

• 3 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Seventh sitting) · Hansard source

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  If I may, I want to put on record my thanks to you, Dame Siobhain, and the other Chairs of the Committee over the past couple of weeks. I also want to thank the Clerks, who have literally done a marathon today, running backwards and forwards—it is great to see active travel alive and well. I thank the Hansard Reporters and the Doorkeepers overseeing proceedings. I also thank the officials who have supported me in bringing this important legislation forward, and for helping me navigate my very first Bill Committee on the Government Front Bench. Finally, I also thank hon. Members on all sides of the House for their valuable contributions and insights throughout these sittings. In particular, I thank the shadow Minister, the hon. Member for Broadland and Fakenham, and the Liberal Democrat spokesman, the hon. Member for Wimbledon—please pass on my regards to him. I thank them for the insights that they have brought and the very good-natured way in which they have contributed to the Committee sittings. I know that we all want to deliver the best possible public transport system for our constituents, and I very much look forward to further engagements with hon. Members on the Bill.

• 3 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Seventh sitting) · Hansard source

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  I thank hon. Members for their thoughts on recording and sharing data about assaults. In the other place, we highlighted the fact that the Bill already includes measures to enhance the safety of staff and passengers on bus services. As I set out, many operators—and indeed the police and the Home Office—already collect data on assaults, and it makes sense for them to rationalise how best to manage their operators and staff in that respect. We are not seeking to duplicate the work of the police. Victims may also not want to report incidents without their consent, and we should be cognisant of that. Question put, That the clause stand part of the Bill.

• 3 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Seventh sitting) · Hansard source

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  An excellent settlement was secured for buses in the latest spending review. Although we need to determine how to spend it most efficiently, the Government recognise that ensuring that the funding is distributed fairly is of great importance. New clause 17 would require us to come forward with a report detailing a proposed revision of the formula that is currently being used. The current formula is based on local need, taking into account factors such as levels of deprivation, population size and bus mileage. The new clause is therefore not needed. The Government have already said that we will review the current formula and engage with stakeholders in doing so.

• 3 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Seventh sitting) · Hansard source

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  New clause 9, tabled by the hon. Member for Brighton Pavilion, seeks to require the Secretary of State to conduct a review of bus use by children, or those under 18, to consider the impact of making bus travel free for them. The Government remain committed to exploring targeted solutions that deliver value for money to taxpayers, while ensuring affordable bus travel for those who need it most, particularly young people. Local authorities and bus operators can choose to offer concessions to children and young people. For example, in the year ending March 2025, these concessions were offered by 24 out of 85 travel concession authorities in England outside of London, and by at least one commercial bus operator in 73 out of 85 local authority areas in England outside of London. A good example of that is Cambridgeshire and Peterborough combined authority, which launched the tiger bus pass, offering bus fares of £1 for those under 25. We want bus fares to be affordable, which is why we are funding the £3 bus fare cap until March 2027, and confirming around £900 million in revenue funding each year from 2026-27 to maintain and improve vital bus services. As I said, local authorities may choose to use this funding to support such initiatives based on their local needs. As such, I ask the hon. Member for Brighton Pavilion to withdraw her new clause.