Simon Lightwood MP: speeches

Speeches

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

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  The Government recognise the importance of small and medium-sized enterprises in driving economic growth. The hon. Members for Wimbledon, for North Norfolk and for South Devon clearly recognise that, too, given the amendment that they have tabled. This Bill aims to support our economic growth mission by giving local transport authorities greater freedom to decide how best to support their local networks. Amendment 56 is intended to ensure that local transport authorities that choose to use the new powers to design and pay grants to bus operators consider the needs of small operators when designing those grants. The amendment is not needed, however. Clause 23 would do nothing to restrict local transport authorities from choosing to provide greater support to local small bus operators when designing their own grants, provided that those grants comply with competition and subsidy rules. Local transport authorities are already well placed to understand the needs of their small operators, because most are already part of enhanced partnership arrangements with operators in their areas. It will be for local transport authorities to decide the best way to support their local bus networks as a whole. Finally, local transport authorities, as public authorities disbursing funding, will need to be mindful of the fact that any grants that they design using the powers under the Bill must comply with any relevant legal requirements, such as subsidy controls that ensure they are not distorting the local or national market. I therefore ask that the hon. Member for Wimbledon withdraw the amendment.

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

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  The clause amends various sections of the Transport Act 2000 to help authorities to better reflect the needs of disabled passengers in the design of enhanced partnership schemes and plans. It provides that an enhanced partnership scheme can specify requirements to enable disabled people to travel independently and in safety and reasonable comfort, including—but not limited to—requirements for the provision of a taxi guarantee scheme. The clause also requires local transport authorities to consider whether any of the requirements proposed to be included in a new enhanced partnership scheme, or when varying an existing one, will enable disabled people to be able to travel independently and in safety and reasonable comfort. It requires local transport authorities to consult disabled people or organisations that represent them before making an enhanced partnership scheme, to ensure that it is as informed as possible by an understanding of the priorities and needs of disabled people.

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

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  For the reasons I have outlined, I have nothing further to add. Question put and agreed to. Clause 15 accordingly ordered to stand part of the Bill. Clauses 16 and 17 ordered to stand part of the Bill. Clause 18 Requirements enabling travel by persons with disabilities Question proposed, That the clause stand part of the Bill.

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

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  I will start by addressing clauses 15 to 17. Clause 15 will broaden the scope and increase the flexibility of measures that may be included in an enhanced partnership scheme, by amending the Transport Act 2000 to replace references to specific routes with broader wording that covers local services in their entirety, thereby expanding the scope from measures that apply to individual routes to those that can apply across all local services in an enhanced partnership area. It means that local transport authorities and bus operators will be able to include in an enhanced partnership scheme measures that are more general in nature, rather than being limited by route. For instance, an enhanced partnership scheme will be able to introduce consistent fares and consistent reliability or punctuality targets across the entire area. Clause 16 was developed in response to concerns from local transport authorities about their ability to require financial reinvestment in local services under the current statutory arrangements for an enhanced partnership. It will provide local transport authorities with a power to specify requirements in enhanced partnership schemes to create financial reinvestment schemes, which may require operators to reinvest any additional profit received as a result of interventions from local transport authorities, the Government or others. The measure is intended to help to increase the level of operator commitment to the schemes and encourage operators to reinvest in the bus market. It will also help to ensure a greater return on central Government investment through the reinvestment of some operational savings back into the local bus market. Following the enhanced partnership review, which is currently under way, the Department will update guidance to assist local transport authorities and operators in understanding how the power can be used. Most enhanced partnerships have developed a bespoke variation process through which they can make changes to a scheme, rather than relying on the variation process in the 2000 Act. However, there may be circumstances in which the bespoke mechanism does not work for everyone. Clause 17 provides that, in very limited circumstances, local transport authorities can make changes to their scheme by using the statutory variation provisions instead of the bespoke variation mechanism in the enhanced partnership scheme. The purpose of the measure is to allow the local transport authority to make an application to the Secretary of State if an operator is acting unreasonably and has objected to a proposed variation that would have been made under an existing bespoke variation mechanism in an EP scheme. If, on application by the local transport authority, the Secretary of State is satisfied that the variation cannot be made because of the unreasonable or obstructive behaviour of one or more operators, or that the variation would benefit the people using the services, the Secretary of State can direct the local transport authority to follow the statutory variation process instead. Additionally, the clause provides that a variation may be made using the statutory process if it is one that the local transport authority is required to make in relation to socially necessary local services. The measure is designed to provide some protection to local transport authorities to deal with deadlocks in partnership negotiations and to enable changes to local services that are in the best interest of the people who use them. New clause 37, which was tabled by the hon. Members for North Norfolk and for Wimbledon, would broaden the reasons for varying enhanced partnership schemes under Section 138K of the Transport Act 2000. However, existing legislation allows for enhanced partnership schemes to be varied if that brings benefits to the people who use local services in the whole or any part of the area to which the scheme relates. The legislation thereby already covers the improved integration of different modes of transport, as this will have benefits for the people who use local services. Under the 2000 Act there is also an existing duty on local transport authorities to develop and implement policies that promote and encourage safe, integrated, efficient and economic transport in their area. As the Committee may be aware, the Government are developing an integrated national transport strategy to set a long-term vision for transport, which will help to inform how transport is designed, built and operated, with passengers right at the centre. I hope that the reasons I have outlined, alongside the existing duties of local transport authorities, have convinced the hon. Members that the new clause is not necessary. On that basis, I ask that it be withdrawn. I appreciate why my hon. Friend the Member for Liverpool Riverside (Kim Johnson) tabled new clause 50, and the potential benefits of union representation and input when an enhanced partnership scheme or plan is introduced. I direct my hon. Friend to section 138F of the 2000 Act, which the new clause would amend: subsection (6)(h) states that the authority or authorities must consult “such other persons as the authority or authorities think fit.” It can therefore be considered that trade unions already come under the interpretation if an authority feels that would make sense. I appreciate that this would be down to the interpretation of each authority, but my Department believes that the decision on who to include, beyond the required stakeholders originally set out, should lie with the enhanced partnership itself. My hon. Friend may be aware that the Department for Transport will update the enhanced partnership guidance later in the year. In the updated guidance the Department will make recommendations for best practice and will recommend that unions are considered as consultees where a plan or scheme is introduced or updated. It will also be recommended that unions are also considered as attendees for EP forums if appropriate. I therefore do not consider the new clause to be necessary and ask that it be withdrawn. I thank Committee members for their further comments on the partnerships. Clauses 15, 16 and 17 were introduced in the other place as Government new clauses to strengthen enhanced partnership provisions in order to widen the measures that can be taken by local transport authorities under an enhanced partnership scheme, to require bus operators to provide benefits to bus passengers on measures that will reduce operating costs, and to ensure that variation or revocation will benefit service users. As I have said, clause 15 broadens the scope and increases the flexibility of EPs and broadens the wording to cover local services in their entirety. This is important to passengers because routes will not be viewed in isolation and local transport authorities will not be limited by route. That can help with the consistency and reliability of services. The Government have listened to concerns from local transport authorities, and clause 16 provides them with a power to specify requirements in enhanced partnership schemes to create financial reinvestment schemes, which may require operators to reinvest any additional profit as a result of interventions. This is important because it encourages a commitment from operators to reinvest into the bus market, which I know has been a concern. I reiterate that the Department will use analysis from the previously mentioned EP review to update guidance to assist local transport authorities and operators in respect of how the power can be used. Clause 17 was introduced because it was found that there were times when a bespoke variation mechanism was not working for everyone. The clause provides local transport authorities with very limited circumstances in which they can utilise the statutory variation provisions, instead of the bespoke variation, to make changes to the scheme. With that, I commend the clauses to the Committee.

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

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  In my time as a Minister, I have visited a number of municipal bus companies and they have all been absolutely outstanding. That is not just my view; look at the awards they have received in competition with private providers. They are deeply embedded in the local community, and indeed they are seen with some civic pride by the people who effectively own the company—the people of the local area. This is far from being an ideological move by the Labour party; we are removing the ideological ban. We are enabling local areas with the tools that they need to deliver better bus services, whether those services are municipal, through franchising or through enhanced partnership schemes. There is no one-size-fits-all approach.

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

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  I thank hon. Members for their thoughts on the clause. I remind the Committee that the clause was inserted into the Bill because the Government listened intently to concerns in the Lords. The clause will help authorities better reflect the needs of disabled passengers in the design of enhanced partnership schemes and plans. It will enable the specification of requirements of disabled people to travel independently, safely and in reasonable comfort. That extends to when a local transport authority is varying an enhanced partnership scheme. It will help local transport authorities to understand better the impacts on disabled passengers, and fits into how the Government are reforming transport to make it more inclusive, placing the passenger at the heart of everything we do. The Government are determined to ensure that, as far as possible, local transport authorities take proper account of the needs of disabled people in using local bus services. The clause will support them in that. I have had many meetings with various groups, including disability groups, and I engage widely with the Disabled Persons Transport Advisory Committee—DPTAC—to help and guide us on the Bill. As I said, the clause was a reaction, having listened to concerns in the Lords. Question put and agreed to. Clause 18 accordingly ordered to stand part of the Bill. Clause 19 Objections by operators Question proposed, That the clause stand part of the Bill.

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

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  The clause will amend provisions in the Transport Act relating to powers of local transport authorities to obtain information about local bus services in connection with any relevant function, including preparing or varying an EP scheme or plan. Existing powers are set out under section 143B of the Act. They mean that operators may be required to provide information requested by local transport authorities within a “reasonable” timeframe specified by the local transport authority and in a specified format. If it appears to a local transport authority that a bus operator has failed to take all reasonable steps to provide the information, it must inform the traffic commissioner. There have been occasions when operators have not met the timeframes set by local transport authorities. To support the Government’s intention to strengthen EPs between local transport authorities and bus operators, the clause will amend section 143B to require LTAs to provide a 14 day-notice period before issuing an official request for information under that section. It clarifies that “When imposing the requirement the authority or authorities must have regard to any representations made by the operator in response to the notice”. The clause creates a mechanism through which operators can work with local transport authorities before a statutory request for information is issued under section 143B.

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

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  From what I have heard from Committee members, we share the goal of improving bus services for passengers. These clauses are a direct response to a problem with how information on bus services is captured. I believe that solving it is critical to delivering better bus services. Before I address the shadow Minister’s specific points, let me say that the Government have made transparency and open data a key priority. As I set out in detail in my Department’s transport data strategy, transparency fosters accountability, drives improvements in public services by informing choice, and stimulates innovation and growth. It is simply unacceptable that a passenger is unable to consult a single source of information to get a full picture of the services available in their local area and beyond. That is a result of different ways that service registration has been delegated across the country and the fact that there are multiple bus data streams, including the Bus Open Data Service. In fact, many bus registration processes are still completed using paper applications. That is simply inefficient. Bringing multiple sources of information together in one place will really help to improve the situation for passengers. The Bill will not change who must register a bus service; it will provide a power to change from paper to electronic the means by which a service must be registered with the traffic commissioner. The shadow Minister expressed concerns about the implications of the measures for bus operators. My noble Friend the Rail Minister addressed that in the other place, saying that we will be mindful of the commercial sensitivity concerns, and I reiterate that commitment. Having greater visibility of individual bus operators will increase accountability and help to build passengers’ trust, in turn giving them confidence to take the bus. Amendment 18 agreed to . Amendment made: 19, in clause 24, page 20, line 43, at end insert— “(4A) Where a local service is provided both inside and outside England, subsection (4) does not authorise the provision of information which relates to any part of the service which is provided outside England.”— (Simon Lightwood.) This amendment provides that a traffic commissioner may not provide to the Secretary of State information about cross-border services which relates to any part of the service provided outside England. Clause 24, as amended, ordered to stand part of the Bill . Clauses 25 and 26 ordered to stand part of the Bill . Clause 27 Powers of inspectors Question proposed, That the clause stand part of the Bill.

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

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  I beg to move amendment 18, in clause 24, page 20, line 41, after “1985” insert “, in connection with a local service which has one or more stopping places in England,”. This amendment limits clause [24](4) to local services which have one or more stopping places in England.

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

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  As I said, any decisions should be underpinned by a rigorous and prudential approach to financing and resources. All local authorities have a duty to manage public money well. Local authorities cannot take on any borrowing unless it is affordable. That is a statutory requirement, and any local authority-owned bus company should be self-financing, as a minimum. Repealing the ban on establishing new local authority bus companies will give local leaders the freedom and flexibility to scale a bus company to match the needs of their passengers, the aims and ambitions they have for the network, and the available funding.

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

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  Clause 21 requires local transport authorities to publish a bus network accessibility plan, describing what provision is made in the authority’s area to enable disabled people to use local services. Those plans will also assess how effectively the provision enables disabled people to use local services “independently, and in safety and reasonable comfort” and describe any further action that the authority plans to take to enable disabled people to travel on local services. The clause specifies that the bus network accessibility plan must be published within one year of the clause coming into force, and subsequently it specifies that it must be reviewed at least every three years, or sooner if substantial changes are made to the local bus network. As it stands, there are no specific obligations for authorities to obtain an understanding of how well local transport networks in their area work for disabled people, or to highlight publicly their approach to network accessibility. The clause requires local transport authorities to consult disabled people or organisations representing them, as well as operators of local services within their area, when preparing and reviewing bus network accessibility plans. That will help to ensure that authorities review the accessibility of their bus network regularly, including setting out any changes they propose to make, and that disabled people or the organisations representing them will be given a voice when future accessibility interventions are planned. New clause 23 tabled by the hon. Members for Wimbledon, for North Norfolk and for South Devon (Caroline Voaden) would “require relevant authorities to publish annual reports on the accessibility standards of bus services in their geographical boundaries, including statements on whether those standards are satisfactory or unsatisfactory.” The Government are clear that we need to improve accessibility of our transport network, and I support the spirit of the new clause, which is designed to incentivise local authorities to take responsibility for driving up accessibility standards in their areas. However, clause 21 already places a requirement on local transport authorities to publish a bus network accessibility plan, which must include details of the accessibility provision that already exists in their area and an assessment of the extent to which the current provision enables disabled people to travel independently, in safety and reasonable comfort, and must set out future plans to improve accessibility. I therefore believe that the proposed measure is unnecessary and urge the hon. Member for Wimbledon not to press the new clause.

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

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  I will make some progress, but I can probably paraphrase what the hon. Member was going to say: “It was in the manifesto.” Well, you must excuse me, Dame Siobhain, if I do not take the word of the Conservative manifesto; we heard numerous uncosted spending promises from the previous Government, and now that has all seen the light of day, we can see it was not worth the paper it was written on. The monitoring and evaluation report for the first 10 months of the £2 national fare cap was published in February 2025, and, as I have mentioned already, it was considered to offer low value for money. Maintaining the cap at £2 for the entirety of 2025 would have cost an estimated £444 million, so the £3 bus fare cap represents a £293 million saving. At the spending review, the Government announced an extension of the £3 bus fare cap until March 2027. The ability of local authorities to influence bus fares is tied to the bus operating model that they choose; in areas with enhanced partnerships, fares are set by the bus operators. Regarding school services, the Government do not expect the recent national insurance increase to have a significant impact on home-to-school travel.

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

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  I will absolutely ensure that the hon. Member receives a full response and gets the reassurances that he seeks. Amendment 51, moved by the hon. Member, seeks to prevent new LABCos from being able to directly award franchising contracts under what is known as the Teckal exemption in the Procurement Act 2023. Clause 22 will help to support public ownership, where desired, by repealing the ban on establishing new LABCos. Local authorities can consider a range of options for structuring a new bus company. One such option could be the establishment of a new LABCo as a Teckal company. I understand hon. Members’ concerns about Teckal, and it is important to address them, but to do so we must understand what the exemption is and how it is likely to work in practice. Teckel is part of a much wider landscape of public procurement law, and it has been available to local authorities for the provision of services for some time. Use of the Teckal exemption is a complex undertaking that needs to be followed with care, given that it allows contracts outside the usual controls imposed by the public procurement regime. Specific and rigorous tests are required to use the Teckal exemption. In addition, the development of any franchising scheme, including for a Teckal LABCo, is subject to checks and balances, as set out in legislation. That includes a thorough assessment of the plan, independent assurance and public consultation. Local authorities must be careful to ensure that companies are within the Teckal parameters if they pursue this option. Any local authority looking at Teckal would need to consider very carefully whether it was appropriate for their local context. Existing precedent for Teckal LABCos in the UK, although limited, suggests that Teckal is largely used in scenarios where private operators are not interested in operating a service, or where they fail—for example, a Teckal award to an operator of last resort. Teckal is open to all public bodies that own any type of commercial company. Removing it as an option only for new LABCos would be an unusual departure from the status quo for existing procurement legislation. As it stands, there does not appear to be any compelling reason to single out new LABCos as the only type of public company that cannot use Teckal. My officials will publish guidance on LABCos once the Bill has come into force, and that will cover use of the Teckal exemption. We will work very closely with stakeholders when developing and drafting the guidance. That will help to ensure that the exemption is used only where the local transport authority believes it will genuinely improve bus services for local passengers in the area. I turn now to Government amendment 17, which makes changes to clause 22. It will remove Wales from the scope of subsection (6)(b)(i), which inserts new subsection (5)(c) into section 73 of the Transport Act 1985. The amendment has been tabled to ensure that the public transport companies in Cardiff and Newport are not captured by the clause. Subsection (6)(b)(i) clarifies that there are no geographical restrictions on the operations of existing local authority bus companies in England. The amendment ensures that the subsection will only apply in England. It has been agreed with the Welsh Government and is intended to ensure consistency with the Welsh Government’s policy objectives to promote bus franchising. Clause 22 repeals the ban on the creation of new local authority bus companies, formerly referred to as municipals. The clause also clarifies that there are no geographical restrictions, as I mentioned, and I already touched on it being a local decision. New clause 39, which was tabled by my hon. Friend the Member for Middlesbrough and Thornaby East (Andy McDonald), would require the Secretary of State, within six months of the Bill receiving Royal Assent, to conduct an assessment of the potential and efficacy of LABCo service provision compared to private sector operators. I feel it is necessary to reiterate a key point about many of the measures in the Bill: it gives local authorities the choice to decide how best to operate local bus services for their communities. It does not mandate that they establish a particular bus operating model. The number and type of LABCos set up will therefore depend on local decision making and the available resources in each context. Local authorities already set out their objectives in bus service improvement plans and wider local transport policies in local transport plans. For those considering establishing a LABCo, the enhanced partnership variance process or franchising scheme assessment provides a robust way to assess the evidence for choosing one operating model over another.

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

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  I would simply say that it is expected that the private sector organisations that contract with local authorities will take the impact of national insurance changes into account, along with other changes in their cost base, in the usual way through contract negotiations. Question put, That the amendment be made.

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

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  The clause supports bus franchising authorities and local transport authorities to deal effectively with fare evasion. That is achieved through amendments to the definition of “inspector” in the Public Passenger Vehicles Act 1981, to allow local transport authorities and Transport for London to appoint their own transport safety officers, or transport support and enforcement officers, as inspectors, alongside the existing ability for bus operators to do so. That will support the safety of all passengers and enable local authority officers to have the same powers as those who are employed or authorised by a bus operator, ultimately enabling the local transport authority to prevent fare evasion. On amendment 67 tabled by the hon. Members for Wimbledon and for South Devon, I understand what they are seeking to achieve. The Government are committed to tackling antisocial behaviour, including “headphone dodging” on buses. Clause 28 gives local transport authorities powers to make byelaws on their buses, providing them with scope to tackle a broad range of antisocial behaviours. That could include making byelaws to tackle disruptive forms of behaviour. The Public Service Vehicles (Conduct of Drivers, Inspectors, Conductors and Passengers) Regulations 1990 set out the behaviour expected of drivers and passengers travelling on buses. They provide powers for drivers, inspectors and conductors, or the police, to remove a person from a vehicle if they “play or operate any musical instrument or sound reproducing equipment to the annoyance of any person on the vehicle or in a manner which is likely to cause annoyance”. Breach of the rules carries a possible fine of up to £1,000 on conviction. As such, amendment 67 is not necessary, and I ask that the hon. Member for Wimbledon does not press it to a vote. Clause 28 enables local transport authorities to introduce byelaws to tackle antisocial behaviour on vehicles, as well as within and at bus-related infrastructure, such as bus stations. The clause was developed to address the current situation, in which there are no specific powers available to local transport authorities to make byelaws to deal with antisocial behaviour on their bus networks.

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

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  Clause 19 will introduce a change to the 28-day operator objection mechanism in relation to EP plans and schemes. Under the Transport Act, local transport authorities are required to provide notice and comply with consultation requirements when they create, vary or revoke an EP plan or scheme. Those arrangements allow an operator of a qualifying local service to object to any proposal to create, vary or revoke an EP scheme at several key stages in the process. The creation, variation or revocation of an EP scheme cannot proceed if a sufficient number of operators object. Where a sufficient number of operators object, the local transport authority has an opportunity to revise its proposals for reconsideration, and then operators have another opportunity to object. The mechanism for operators to object is critical to enabling bus operators to have a reasonable say about the content and viability of an individual EP plan or scheme. However, in some cases, local transport authorities have been working with operators in advance of issuing notices, so they have an opportunity to work through any potential objections. The current legislation means that local transport authorities are required to wait up to a month for the objection period to lapse in such circumstances.

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

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  The driving force here is transparency. It is about having the data and about how local areas ensure, for a whole range of reasons—social, economic and moral—that everyone in their community can access our bus services. I remind Members that the clause 21 was inserted following debate in the other place. The Government believe that all passengers should be able to travel across the country easily, safely and with dignity. We listened carefully to concerns in the other place and brought forward an amendment to support the Government’s ambition for bus services to become more accessible and inclusive for passengers, and particularly for disabled people. I will address some of the points raised. First, I have already mentioned that clause 21 places consultation requirements on local transport authorities when developing bus network accessibility plans. It also specifies that these plans must be published within one year of the clause coming into force and reviewed following substantial changes to local bus services, or every three years. For example, if a local transport authority decides to adopt a franchising scheme, my Department would expect it to review the plan. The clause requires a local authority to describe what action it intends to take to enable persons with disabilities to travel on such services independently and in safety and reasonable comfort—not just to identify the issues. Bus network accessibility plans will enable local authorities to be held to account for appropriately understanding the accessibility of networks and for having a plan to resolve and mitigate those issues. New clause 23, tabled by the hon. Member for Wimbledon, would place requirements on a wider range of authorities, including those not responsible for bus services. It would be burdensome and duplicative, and likely to result in areas being captured in multiple reports. I confirm that my Department will provide guidance to help local transport authorities to produce proportionate and effective bus network accessibility plans for the benefit of the authority and disabled passengers alike. Question put and agreed to. Clause 21 accordingly ordered to stand part of the Bill . Clause 22 Local government bus companies

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

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  After the Liberal Democrat contribution, I was missing my headphones— [ Interruption. ] I say that with love. I thank Committee members for their further comments on the powers to make byelaws contained in the Bill. The Government are focused on tackling antisocial behaviour. Improving the safety of our bus network is one of the Government’s aims in reforming buses, because that is critical to giving passengers, particularly women and girls, the confidence they need to take the bus. Different powers are currently available for different transport modes, and the powers that certain local transport authorities hold for light or heavy rail are not in place for buses. That has created a situation where local transport authorities rely on a patchwork of powers to enforce against poor behaviour, and some authorities are unable to act at all against those committing antisocial behaviour. The Bill remedies that situation by providing powers to create and enforce bus byelaws. On the question of what constitutes antisocial behaviour, the Bill lists specific behaviours that byelaws can cover, such as vaping, smoking and interfering with or obstructing services and vehicles. My Department plans to issue non-statutory guidance about the content of byelaws that will take the existing railway byelaws as a starting point, which should help to ensure consistency across different transport modes.

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

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  The hon. Lady will have seen in the Bill that there is an element of ensuring that bus drivers and other persons in bus companies are given training on antisocial behaviour, particularly violence against women and girls, so that when it is safe to act, they can intervene in the interests of public and driver safety. I talked earlier about the potential for transport safety officers in local transport authority areas, not just among bus providers. Ultimately, the design of that and how it is enforced, depending on the byelaws, will of course be a matter for the local transport authorities themselves, but this is about giving them the powers and allowing them to put those byelaws in place. Obviously, they need to be enforced. Sometimes it is also a matter of communicating this stuff. We have all been on other modes of transport where it is not adhered to. As I said, my Department plans to issue non-statutory guidance on the content of the byelaws. That guidance will take the form of existing railway byelaws and is expected to emphasise the “educate, engage and enforce” approach. As I said in my opening remarks, I agree with the hon. Member for Wimbledon—despite my jest—on the need to take action against antisocial behaviour, but powers already exist to take action against playing music or videos loudly on buses. The training that I talked about a moment ago will only help to raise awareness of that, both with passengers and with drivers. In relation to enforcement at bus stops and stands, there are areas where divergence is expected in enforcement practices. That is likely to include stops and stands, which by their nature are harder to define than parts of the railway estate. Question put and agreed to . Clause 27 accordingly ordered to stand part of the Bill. Clause 28 Local transport authority byelaws Amendment proposed : 67, in clause 28, page 24, line 37, after “nuisance” insert “, including sustained anti-social auditory disturbance.”— (Mr Kohler.) This amendment would allow local transport authorities to prohibit disruptive anti-social forms of noise such as from telephones through byelaws. Question put, That the amendment be made.

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

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  As I was saying this morning, clause 28 enables local transport authorities to introduce byelaws to tackle antisocial behaviour on vehicles, as well as within and at bus-related infrastructure, such as bus stations. The clause was developed to address the current situation, in which there are no specific powers available to local transport authorities to make byelaws to deal with antisocial behaviour on their bus networks. Certain local transport authorities could use the general powers contained in section 235 of the Local Government Act 1972 for this purpose, but those powers are not available to all local transport authorities, most notably metropolitan combined authorities. The clause is intended to provide flexibility to local transport authorities to effectively enforce against antisocial behaviour on the transport network and to ensure greater consistency across the country and across public transport modes. Through these byelaws, local transport authorities can provide authorised persons with the power to enforce against antisocial behaviour, including the ability to issue fixed penalty notices where they have reason to believe that an offence has been committed. Clause 29 ensures that the new byelaw powers being granted to local transport authorities are also available to Transport for London. TfL has requested to be included in this provision. Although TfL officers can deal with antisocial behaviour at bus stops and bus stations under existing byelaws, they cannot easily enforce against nuisance behaviour on the buses themselves. Closing this loophole gives TfL the same powers as other local transport authorities in England and will help to make buses in London safer for passengers and for staff.

• 1 Jul 2025 · Waterloo-Reading Line: Class 701 Trains · Hansard source

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  It is of course a pleasure to see you in the Chair, Ms Butler. I congratulate the hon. Member for Wokingham (Clive Jones) on raising this issue. The Department is keen to provide the significant improvements to the passenger experience and capacity that travellers on the South Western Railway network deserve, and we are working with SWR to ensure the continued roll-out of the 701 Arterio trains as soon as possible. The Government are determined to turn this situation around, but we inherited, frankly, an abject mess from the previous train operating company, which, over six years, failed to get the new fleet of trains into service. SWR entered into the class 701 rolling stock lease contracts with Alstom in 2017, and the new class 701 fleet was due to be delivered between 2019 and 2021. The delays were initially caused by manufacturing and software issues, and later by the operator seeking to agree a safe plan for driver training and platform infrastructure readiness. Prior to transfer to public ownership, the Secretary of State invited FirstGroup and MTR, the then owning groups of SWR, to an urgent meeting to discuss the issues affecting the 701’s introduction, their plans to resolve the issues, the robustness of the roll-out plan and the factors that led to such a material delay in the introduction of the fleet. At the time, officials requested an urgent plan for SWR to resolve the issues, and held SWR to account for those plans to introduce further units as soon as possible. SWR successfully transferred into public ownership on 25 May under the leadership of the new managing director, Lawrence Bowman. This was a watershed moment in our work to return the railways to the service of passengers. Mr Bowman has written to the hon. Member for Wokingham offering a meeting, and would welcome the opportunity to expand on his emerging plans and to hear the hon. Member’s concerns.

• 1 Jul 2025 · Waterloo-Reading Line: Class 701 Trains · Hansard source

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  I am sure that the Rail Minister will have heard that comment. The new managing director of the publicly owned SWR has been tasked with producing a plan to introduce the 701 fleet as quickly as possible. The delays to its introduction have happened under what I would say is a flawed franchising system, not under public ownership. While there have been significant delays as a result of manufacturing and software issues, those long-standing issues are not related to public ownership. Out of a total of 90 units, 11 are now running daily in passenger service, and the 12th service will be introduced in the week commencing 7 July. A total of 181 drivers have also been trained. Positively, since day one of public ownership, four further 701s have been brought into passenger service. That compares to only one additional unit being introduced in the six months prior to the transfer. Passengers on the Waterloo to Reading line should hope to see class 701s gradually entering service shortly. The 701 fleet will significantly improve performance by reducing cancellations and short formations. Other benefits of the new fleet include a 50% increased capacity compared with the 455 fleet; accessible toilets—the hon. Member for Yeovil (Adam Dance) quite rightly referenced accessibility—air conditioning, something that we can all appreciate today; charging points at every seat; real-time information screens; onboard wi-fi and walk-through carriages. Customer feedback on the 701s has been positive, with people welcoming improved on-train information screens—a 21% improved score—and a 22% improved score on cleanliness compared with the current 455 fleet in use. The Government are pushing ahead with an ambitious programme of transfers into public ownership. Three operators’ services will have transferred by the end of 2025, at which point seven of the 14 operators for which the DFT is responsible will be publicly owned, and we expect all currently franchised services to have transferred by the end of 2027. This Government’s bold vision for railways will see a unified and simplified rail system that relentlessly focuses on improved services for passengers and freight customers, and better value for money for taxpayers, ending years of fragmentation and waste. The Government will put passengers back at the heart of our railways and introduce new measures to protect their interests. That includes paving the way for a powerful new passenger watchdog, which will give passengers an independent voice and hold train operators to account. The railways Bill will enable the biggest overhaul of the rail sector in a generation. It will streamline the current fragmented system by establishing Great British Railways—GBR—as a new directing mind for the industry, unifying track and train under a single public body to deliver better services for passengers and customers and, crucially, better value for money for taxpayers. The Bill will also ensure that the benefits of a streamlined, integrated network are felt right across communities at a local level by establishing a new statutory role in governing, managing, planning and developing the rail network for devolved Governments and mayors. That means that local communities will be at the heart of decision making, ensuring that the railways work to meet their needs, connecting them to jobs and opportunities across the country. I thank the hon. Member for Wokingham once again for securing this debate, and the hon. Member for Yeovil for attending in support. Question put and agreed to.

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

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  It is a pleasure to see you in the Chair, Dr Allin-Khan. At the conclusion of our sitting on Tuesday, I had begun to address the points made by the shadow Minister, the hon. Member for Broadland and Fakenham, on the role of small and medium-sized enterprises in franchising. I will briefly address the outstanding points. The Department for Transport understands that there are barriers to SMEs accessing franchise networks. That is why we are listening to the sector about how to ensure that disproportionate paperwork requirements do not hinder SME bids for franchising contracts, and that SMEs are provided with the resources to simplify bidding. My Department has also engaged directly with SME representatives through policy development and the passage of the Bill, including on additions to guidance, such as the Department’s role in facilitating pre-tender engagement between SMEs and franchising authorities. Already, as part of the consultation on a franchising scheme, an authority must make a statement about how it proposes to facilitate the involvement of SME operators when it conducts the procurement process for franchised services. Moreover, the grant-making powers given to local authorities via the Bill will allow grants to be designed to prioritise SME bus operators, subject to other competition and subsidy controls. I hope that that offers reassurance to the Committee. Question put and agreed to . Clause 3 accordingly ordered to stand part of the Bill . Clause 4 ordered to stand part of the Bill . Clause 5 Minimum period before provision of services Question proposed, That the clause stand part of the Bill.

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

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  The hon. Member for Broadland and Fakenham spoke about the removal of minimum mobilisation periods. It is consistent with the aims of the Bill to empower local transport authorities to decide how best to design their bus services, and this will be an issue for franchising authorities to determine. A minimum mobilisation period does not need to be mandated by central Government. This is something that franchising authorities will need to consider, and it is in their interests to make sure that there is a smooth transition to a franchising scheme, if that is the pathway they wish to consider. Franchising authorities will make their determinations about the duration of mobilisation periods based on numerous factors. The clause provides flexibility for mobilisation to occur in a period shorter than six months, where it is in the interests of stakeholders and passengers. As I have explained, the Government intend to update the franchising guidance following Royal Assent. Question put and agreed to. Clause 5 accordingly ordered to stand part of the Bill. Clause 6 ordered to stand part of the Bill. Clause 7 Criteria for granting service permits

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

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  The clause is about mobilisation periods for franchising areas. Existing law states that there must be a period of at least six months between the franchising contracts being made and those services first being delivered on the ground. The clause will enable franchising authorities to set shorter mobilisation periods that work for them and their stakeholders, if they wish. That will speed up the franchising process and ensure that bus passengers do not have to wait for an arbitrary period before experiencing the benefits. Clause 6 amends references to local services by inserting the words “which have one or more stopping places” in certain sections of the Transport Act 2000. That is intended to clarify that the relevant reference to local services includes cross-border services where appropriate. These technical changes support the Bill’s focus on giving franchising authorities more scope to facilitate the provision of cross-border services.