Bus Services (No. 2) Bill [HL]

Baroness Brinton Excerpts

2nd reading
Wednesday 8th January 2025 Lords Chamber

[Baroness Brinton (LD)]

My Lords, I want start by echoing the many tributes to our friend and colleague Baroness Randerson, who died so suddenly last weekend. She and I came into your Lordships’ House at the same time, but we had known each other through Liberal and Liberal Democrat politics and gatherings for many years before that. Her commitment to her roles as a Minister in the Welsh Assembly/Senedd, then as a Minister in the coalition Government and, more recently, as a transport spokeswoman for the party was always evident. Her research was broad and deep, her contacts enviable and her knowledge of her topics revelatory. She combined all that with a delightful, practical way that always made working with her a pleasure, whichever side of the House you came from. She is already sorely missed. I want to send love and support to her family and many friends.

It was typical of Jenny that she was working last week, having various conversations with those of us on these Benches speaking today. Thus we are, despite our grief, well prepared because of her as our team leader. It is a pleasure to echo my noble friend Lady Pidgeon’s opening comments—of which I think she would have approved—that, while there is much to commend in the Bill, there are matters that we want to question the Minister about, and we may want to lay some probing amendments in Committee to enable us to have a fuller debate.

I declare my interest as a vice-president of the Local Government Association and thank those who sent us briefings, including the Library. I also thank the Minister for meeting some of us to discuss the Bill.

It is a pleasure to follow the noble Lord, Lord Berkeley. He raised the question of what a bus is. I notice that he omitted rural postbuses. I used to love my Highlands postbuses; they were not very frequent, but at least you knew when they would come past in the most rural communities. I have seen some of them in France, too. I want also to raise the issue of guided buses. I was on Cambridgeshire County Council when the Cambridgeshire Guided Busway was planned, and some—ahem—years on, it is successful, using part of a disused rail line. It is always full, with people using it as a fast way to commute into Cambridge because the busy roads around it are quite difficult.

My noble friend Lady Pinnock reminded us of the history of deregulation of the bus services. What is happening here is also a delayering of the complexities, which is helpful.

The noble Lord, Lord Burns, and others talked about the problems of rural bus services. The rural model is absolutely not the same as the urban. If the Minister takes one thing away from this Second Reading debate, it should be that, because so many noble Lords raised it. Can he say how the Government plan to deal with that problem? The noble Lord, Lord Whitty, was right to focus on universal Oyster-type cards. As they are becoming rather old hat these days, I wonder whether new technologies might be a route to doing that. They might also be able to help with concessionary cards, which tend to be quite limited in areas for very particular specialist local types.

It was good to hear from the noble Baroness, Lady Bennett, of the Green manifesto commitment to bus services. I hope that she is encouraged that, from all parts of this House, we have all aspired to much of what her party’s manifesto said.

On Clause 9, can the Minister explain how the Government will ensure that an “approved person”—which will replace the word “auditor” in the Transport Act 2000—has the right qualifications and membership of a regulatory body, if appropriate. We are talking about public money here—I think that the Minister talked about large grants going to either local government or via other routes. The “auditor” had a well-known and understood qualification and level of skill, so will there be any other deregulatory actions that will result in unintended consequences? He knows this, because I raised it with him when we met, but one of the unintended consequences of deregulating and changing the qualifications relating to fire protection inspections was that fire doors failed during the Grenfell Tower fire—and many others—because the standards had gone with the deregulation. This is not a safety issue, but, where public money is being spent, it is very important that the Government and the public can be assured that it is good value for money.

Can the Minister confirm that Clause 11—the amending of the Public Service Obligations in Transport Regulations 2023, SI 2023/1369—complies in its entirety with the Procurement Act 2023? Clause 11 simplifies the direct award of bus contracts to incumbent operators. I understand that this is only a temporary arrangement, but it could last up to five years, and that is a long time to have something that may not comply. I look forward to hearing from the Minister on that.

My noble friends Lady Pidgeon and Lady Pinnock raised the important issue of how real devolution is to local areas. The latter asked a very key question about the ambition of government. Is it universal across the country? If so, will enhanced resources come with enhanced partnership plans? I suspect that this is one of the areas that we may return to during the passage of the Bill. Powers with no funding are not real powers, and they will fail. The noble Lord, Lord Burns, is also right that a multiyear funding settlement is absolutely essential. Local government has been asking for that from Governments of many political colours for many years.

Noble Lords mentioned the increase of the fare from £2 to £3, and affordable fares are certainly vital. Travelling in Vilnius recently, it cost me less than €1 for 60 minutes on the bus system. You can get 24 hours for €3.50, and for 240 hours it was €12. Technology tells when you check in and check out, so it is not an elapsed time; it is the actual time that you are travelling, and it stops calculating it when you stop travelling. Why does that work in Vilnius? The roads are empty, because the buses are so cheap and so reliable that everyone relies on them. I do not think that the UK bus market is anything like that now, but would it not be good if we could aspire to that?

Clause 19 adds provisions to the Statistics of Trade Act 1947. From these Benches, we welcome the publication of bus statistics to mirror those used in the rail sector. The noble Lord, Lord Hampton, asked whether that would include safety information. That is an excellent idea, because it is amazing how behaviour changes when data is collected. I suspect that driver training, by being refreshed, would improve, too. I also want to know whether assistance data—easily obtainable these days because of the assistance apps that rail staff now use—can provide a lot of that data, including the mode of assistance required.

I am so delighted that the noble Lord, Lord Holmes, wants Clause 22, on floating islands and bus stops, to be strengthened. The noble Lord, Lord Whitty, omitted to mention that there are also problems for disabled people in his list of the problems with traffic islands between cycle lanes and the main highway. One joy I have on an island that I get off at regularly is that there is some random street furniture. If the bus driver does not line up exactly, when I am on a steep ramp coming off a bus, I cannot stop at the bottom. So I have to try to whizz round to the side of the street furniture to avoid crashing into it. Frankly, much more worrying are those islands where, if you keep whizzing, you can go straight into the cycle lane, which is a danger to you as well as to cyclists. A moratorium would be good until we can work out what should happen.

Clause 22, on guidance for the safety of bus stopping places, is not strong enough. In subsections (1), (2) and (3), the word “may” is used. A Secretary of State may choose not to do it, and the guidance appears not to be statutory, so bus franchisees could choose to ignore it. Can the Minister explain why “may” is used here, and why the Government would not want the safety of disabled people to be stronger?

The noble Earl, Lord Effingham, raised the important point about accessibility at bus stops. While they are not as dangerous as islands, it is very frustrating being unable to use a bus shelter because there is not enough space on the pavement for a wheelchair to get into the bus shelter. As my noble friend Lady Harris said, children with special educational needs and disabilities are being affected in North Yorkshire. The statistics she cited were shocking. In addition to the question she asked the Minister, I ask: will he agree to meet his education counterpart? It seems that what she described is an absolute breach of the Children and Families Act arrangements for making statements for children with special educational needs. It was always intended that those travelling to and from special schools and special provision would not have to pay for it, because it is often so far away.

Clauses 24 and 25 cover the rights of bus and coach drivers, but only in the context of ensuring that staff are trained. Clause 24 deals with anti-social behaviour. I was somewhat surprised at the noble Earl, Lord Effingham, deeming it unnecessary, along with other oversight mechanisms, saying that he would come back to this and that it would be good to have a debate in Committee about this. Disability awareness is not the same as the rights of disabled people under the Equality Act 2010. That is clear from this Bill and from the Supreme Court judgment in 2016, brought and won by the wonderful disability campaigner Doug Paulley, where the vehicle to ensure accessibility—I do not mean vehicle in the sense of with wheels; I mean the legislative vehicle—for disabled people was enacted through bus driver regulations. They are not the same thing. The entire power rests with the bus driver, and I am afraid some of them treat disabled people raising issues as anti-social behaviour—I have had it in the last couple of weeks—because anti-social behaviour is part of the same regulation, and therefore I suspect it is part of the same training as driver training.

The noble Lord, Lord Holmes, referred to audio on buses. We need to remember that it is not yet universal, even in London. There is one bus route I use regularly, where I have to sit in a wheelchair space in reverse and there is no audio. It is potluck if you get off in time. Can the Minister say why the Government have not chosen to follow their own example in the Passenger Railway Services (Public Ownership) Bill that your Lordships’ House debated in the autumn? I hope that they are prepared to consider that the Equality Act 2010 is added specifically.

In conclusion, the noble Lord, Lord Whitty, was right in saying that we need a revolution in bus services in rural areas and towns. It is important that we address accessibility and rights—including, by the way, the drivers’ rights, which other people have spoken about. We need to make sure that the new franchise systems are value for money, truly accountable and truly devolved. From these Benches, we are looking forward to the next stages of the Bill and to the Minister’s response.

Bus Services (No. 2) Bill [HL]

Baroness Brinton Excerpts

Committee stage
Tuesday 11th February 2025 Grand Committee

[Lord Holmes of Richmond (Con)]

My Lords, it is a pleasure to follow my noble friend Lord Moylan. I will speak to Amendments 35 to 39, 43, 45A and 79A, in my name. I thank the noble Lords who have countersigned my amendments. I also support all the amendments in the name of my friend, the noble Baroness, Lady Brinton, and have signed them to that effect, but will leave their introduction to her in due course.

Amendments 35 to 39 are on floating bus stops. It seems only right and proper to start by answering the question, “What are floating bus stops?” In essence, where a blind person, wheelchair user or, in fact, anybody has to cross a cycle lane that is part of the pavement to get to the bus, or has to cross part of the carriageway to get to an island representing a bus stop some way into that carriageway, those are floating bus stops. In reality, they are dangerous and discriminatory—a disaster for inclusion and accessibility, not just for blind people, wheelchair users and disabled people but for all users: parents with toddlers in pushchairs and prams, older people and younger people. In fact, anyone who crosses a live cycle lane takes their life in their hands, with not just pedal cycles but e-bikes and delivery bikes going in both directions, often at speeds of 20 mph and above.

So-called floating bus stops were born to fail, built to fail and bound to fail. Why? Tragically, they are predicated on a simplistic solution to a relatively complex issue. They fail on “inclusive by design”, on “nothing about us, without us” and on any concept of accessibility for all road users.

My amendments suggest that the Bill include the concept of inclusive by design. Without it, how can we have anything in this country that is worthy of the title “public transport”? If we continue to have floating bus stops, we will have transport for some of the people some of the time, which is transport for some of the people none of the time. That cannot be the society, communities and transport system we want in 21st-century Britain.

Similarly, there is an even more unfortunate concept at the heart of so-called floating bus stops. It is the sense that, because of this planning folly of a change, a piece of the public realm that was previously accessible and could be used independently, not just by disabled people but by all people, is no longer accessible and can no longer be used independently and safely.

I suggest in further amendments that we should look at issues of accessibility, wayfinding, advice and audio and visual signals around bus stops. I suggest that the guidance principles set out currently at Clause 22 need significant strengthening to the extent that there need to be cardinal principles in the Bill, not least that the bus must be able to pull up to the kerb—not the kerb at the side of a cycle lane but the kerb of the pavement—and that users need to be able to access the bus from, and alight it to, the pavement without having to cross any cycle lane.

I suggest that we need to have proper, meaningful and ongoing consultation around these so-called floating bus stops. Will the Minister say what happened to the consultation around LTN 1/20? How can we have these pieces of public realm imposed on us without effective, meaningful consultation, not least with DPTAC, organisations of and for disabled people, disabled people and all citizens who rightly have an interest in this matter?

In Amendment 45A, I suggest that on the passage of the Bill we have a moratorium on all new so-called floating bus stops and a review and a refit programme of all existing unsafe, non-inclusive sites. We need a retrofit within a year of the passage of the Bill because floating bus stops are not fit for purpose, not fit for inclusive by design and not fit to be part of a public transport system.

Finally, in Amendment 79A, I suggest that all buses up and down the country have meaningful audiovisual announcements on board within 12 months of the passage of the Bill. Yes, this is a question of accessibility and, yes, this is a question of inclusion, but more than that the great concept underpinning all this is that when you make a change that, on the face of it, is seemingly presented as just for disabled people, everyone benefits. From tourists to people new to an area, audiovisual announcements benefit everyone. I very much look forward to this debate and to the Minister’s response in due course.

[Baroness Brinton (LD)]

My Lords, it is a pleasure to have members of the National Federation of the Blind of the UK with us today. I am going to speak to my amendments in this group, Amendments 40, 56 and 57, and I will take them in reverse order because it means that we are dealing with the overarching issues and coming down to more detailed points.

First, I thank the Minister for meeting me and discussing the amendments that I submitted for Committee last week and I thank the noble Lord, Lord Moylan, for his two amendments. The only comment I would make on Amendment 11 is that I think it would work only if many of the other amendments about data are also accepted, because the one thing we know we do not have is data about bus services. On the amendment on cost-effective alternatives and ensuring demand-led bus services, many disabled passengers would say that some of the demand-led services available with rail replacement leave a lot to be desired. I have suddenly discovered that there is a rail replacement at 7 pm on a Saturday evening and that there is no wheelchair taxi available within 100 miles to get me somewhere, so I have had to stay the night. The problem about a community having a franchising authority using only demand-led responses, important as they are, is that most disabled people just want to use the ordinary bus service like everybody else.

It is therefore a great pleasure to follow the noble Lord, Lord Holmes, and to support his amendments, which set out a number of mechanisms to ensure that disabled passengers, especially those who are blind or visually impaired, and those of us using wheelchairs, are able to use bus services safely. All my amendments in this group are to try to clarify and strengthen the right of disabled passengers to be able to access and use bus services, which is not, I am afraid, clear in law.

I start with the last of these, Amendment 57, because, as I said, it represents an overarching change to the Bill. I start by saying that I am very grateful to the Minister for the amendment that the Government laid for the Passenger Railway Services (Public Ownership) Act 2024, stating in the Bill that railway services must observe the public sector equality duty, or PSED, under the Equality Act 2010. My Amendment 57 in this group states:

“In Schedule 19 to the Equality Act 2010 (authorities subject to public sector equality duty), at the appropriate place under the heading ‘Transport’, insert … ‘A bus company providing services for the carriage of passengers by bus under a public service contract awarded under relevant provisions of the Transport Act 1985 or subsequent legislation’”.

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The department funds the Bus Centre of Excellence, which organises events, fosters networks, provides training and hosts a dedicated website containing a repository of resources for bus practitioners. The website already features a social value toolkit focusing on equality and buses, links to the department’s REAL disability awareness training package and a webinar on bus and infrastructure safety, among other resources. I respectfully suggest that using the expertise and connections of the Bus Centre of Excellence to disseminate knowledge and awareness is likely to be more effective than creating new processes or obligations.

[Baroness Brinton (LD)]

To correct the record, Amendment 41 was in the name of the noble Baroness, Lady Pidgeon, not in my name.

[Lord Hendy of Richmond Hill (Lab)]

I am so sorry to both noble Baronesses. That is my error.

Amendment 42 in the names of the noble Lord, Lord Moylan, and the noble Earl, Lord Effingham, seeks to protect access to local transport services by requiring the statutory guidance to recommend the use of demand-responsive transport, or DRT, where other options are not viable. As I said on the previous day in Committee, DRT has the potential to improve the local transport offer. I agree with the noble Lord, Lord Grayling, that demand-responsive transport is not mutually exclusive from accessibility. Accessibility must be part of that offer, where it is part of the local transport offer. I agree that authorities should consider a range of transport options when reviewing the future of services, but I am not convinced that the stopping places statutory guidance is the right place for this recommendation.

Clause 22 is principally about ensuring that stopping places provide a safe and accessible environment. There may well be times when it is appropriate to consider the role of DRT when planning such work; however, it is more appropriate when considering service provision generally, which is beyond the scope of the statutory guidance about stopping places. I reassure noble Lords that the Government have a strong interest in DRT for areas without regular fixed-route connections, many of which—though not all—might be rural. The department is currently undertaking a monitoring and evaluation exercise on the DRT rural mobility fund pilots and will produce best practice guidance to support local transport authorities interested in setting up DRT services in their areas.

Amendment 56 seeks to require relevant authorities to publish a report on the accessibility standards of bus services within their boundaries, including an assessment of how satisfactory they consider them to be. I fully support the spirit of this amendment, which is designed to incentivise local authorities to take responsibility for driving up accessibility standards in their areas. It is precisely because of the need for greater focus and consistency in the provision of safe and accessible infrastructure that the Government are requiring authorities to have regard to the statutory guidance on safety and accessibility at stopping places.

However, throughout the process of developing Clause 22, the Government have been clear that the clause and subsequent guidance need to consider a variety of factors. That is why the requirement has been designed to be both proportionate and flexible. In contrast, this amendment as drafted would place an unreasonably high reporting burden on local authorities. It would also introduce significant duplication, with authorities with overlapping jurisdictions required to report on the same matters. For instance, both Eastbourne Borough Council and East Sussex County Council would be required to report independently on the accessibility of bus services in Eastbourne.

Achieving compliance could entail a lot of work with little benefit for authorities, which would be asked to report on services for which they are not responsible. For instance, a district council with no responsibility for bus services would still be required to report on the accessibility of services in its area. While I recognise the accountability and positive change that noble Lords seek to encourage, I am not convinced that this is a sufficiently proportionate way to achieve it. As I have indicated, I will think about it further and talk to noble Lords to identify how we can help authorities take decisions on local transport provision with a sufficient understanding of the impact of services on disabled people.

Amendment 57 seeks to bring bus operators explicitly within the remit of the public sector equality duty under the Equality Act 2010. The amendment proposes to achieve this by adding bus operators providing services to the list of public authorities in Schedule 19. Local transport authorities are already subject to the public sector equality duty as listed public authorities in Schedule 19, and this would include franchising authorities. The duty must also be met by an entity that exercises a public function, even if it is not explicitly listed in Schedule 19. This would include any bus company that exercises such functions, such as a local authority bus company.

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The provision of accessible information grants has also helped the smallest operators to install and use necessary equipment. Those regulations, which are already in place, should soon result in a national bus network that allows anybody to board with certainty that they are heading the right way. I therefore suggest that the noble Lord’s amendment is not required and invite him to withdraw it.

[Baroness Brinton (LD)]

I would like to ask a brief question about the Minister’s Amendments 44 and 45. They refer to automated vehicles. Those of us who worked on the Automated Vehicles Act 2024 will remember that Section 83 disapplies taxis, private hire vehicles and buses in their entirety because of the issues about driver versus non-driver vehicles. I am not asking the Minister for a reply now, but could he write to me in light of Section 83 and say how that would sit with this Bill?

[Lord Hendy of Richmond Hill (Lab)]

I thank the noble Baroness for her intervention, and I will certainly write to her on that basis.

Bus Services (No. 2) Bill [HL]

Baroness Brinton Excerpts

Report stage
Wednesday 26th March 2025 Lords Chamber

[Lord Moylan (Con)]

My Lords, the amendments in this group fall into three parts. Amendment 1 stands on its own and Amendments 2 to 8 work together to a single effect and will be dealt with as such. Amendment 61, in the name of the noble Baroness, Lady Brinton, seeks clarification. All I will say on it is that I look forward to hearing both what she has to say and what the Minister has to say in reply. I will attempt to be brief, given the hour and the amount of business that we have to get through.

Amendments 2 to 8 give me an opportunity to thank a group of people who have been largely ignored in debates on this Bill: the private companies, entrepreneurs, capitalists and workers—the people who invest their money in providing a service for this country and who are being simply rubbed out as businesses by this Government and will become merely servants of the state, not entrepreneurs or businessmen, as the Minister was when he ran a private bus company. They are not to have those opportunities but simply to be wiped out. The work they do should be acknowledged because they have worked diligently for us over the years.

We are told that what we will get in its place is something better, run by the Government, and we are pointed to places such as London for examples. In London, when the subsidies run out—there are hundreds of millions of pounds of subsidies to operate the buses—we see routes sometimes being cut altogether or having a cut in their frequency. This group of amendments would allow private bus companies to continue to operate without seeking a special permit so as to meet demand. I do not intend to press this group of amendments to a Division. I am sure that the Minister will explain that it is all going to be sunny and wonderful under the state-managed regime, but it is not. We know that from our experience of when the subsidies run out.

In that connection—the notion that it is all going to be better because the Government, or, in this case, local transport authorities, will run the buses—I turn to Amendment 1. There is nothing in the Bill, nor have the Government even made the case, as to why it is going to be better, what the purpose of this Bill is, what it sets out to achieve and what the prime focus is. We know that the unions want to see this happen. We know that many, often Labour-run, local authorities want to see this happen, but they should not be the heart and the driver of the way we manage our public transport services. The heart and the driver should be the passengers, in this case bus passengers. Amendment 1 gives us a purpose to the Bill and puts bus passengers at the heart of it.

I am grateful, incidentally, for an earlier amendment, now withdrawn, from the noble Baroness, Lady Brinton, which reminded me that accessibility needed to be included alongside performance and quality of service with regard to bus passengers. That has improved the amendment and gives us what we see today. I strongly believe that this Bill needs such a purpose. The Secretary of State needs to be required to put the passenger at the heart of the Bill. There is no sign that that is the intention at the moment. There are only promises and pledges, but nothing in writing. With that, I beg to move.

[Baroness Brinton (LD)]

My Lords, I thank the Minister for recent meetings with him and his officials. I have tabled Amendment 61 in this group and I thank the noble Lord, Lord Moylan, for his kind comments about my previous amendment—I thought his revised one looked a little familiar.

Amendment 61 is not only about disabled access to buses, which is why I wanted to debate it right at the start of Report. Rather, it would confirm the importance of the Equality Act 2010 in relation to bus operators, local transport authorities and, of course, passengers. The Equality Act 2010 sets out, in Section 149, the public sector equality duty of public bodies delivering services to people. Anyone under it must have due regard to the need, and take steps to advance, equality of opportunity, not only for disabled passengers.

In this Bill, it is the local transport authorities which are under the PSED directly and plan, implement and monitor bus services in their area, as outlined in Section 108 of the Transport Act 2000. LTAs’ responsibilities are not limited to contracting for certain franchised bus services but include the responsibility for planning services for all their passengers, including the non-franchised. That does not mean that LTAs run the free market commercial bus routes, but they must ensure that everyone in their area has usable bus services.

In Committee, the Minister said that the regulation for public sector vehicles—PSVs—includes the duty to make reasonable adjustments. However, in practice, it is often a “best efforts” provision, leaving many disabled passengers frustrated when they cannot access a bus service. The actual compulsory provision includes wheelchair spaces, announcements and visual displays on the next stop, et cetera, and is way stronger than just reasonable adjustments.

I have continued to meet some pushback in meetings with government officials outside your Lordships’ House on the formal powers that all PSVs have to comply with. There seems to be something of a mindset that the commercial bus services are not included, but it is clear that they are covered by the Equality Act, which does not say that the definition is about commissioned or franchised services; it is any bus service that qualifies as a PSV, and its work must be monitored under another part of the Equality Act—the PSED—by the local transport authority, which will assess whether bus services in its area are meeting the needs of the people.

I have checked the case of FirstGroup Plc v Doug Paulley. The Supreme Court’s judgment, delivered in January 2017, sets out in paragraphs 11 and 12 the position that the bus operator had

“failed to comply with its duties under the Equality Act”

and confirmed that it was a public service vehicle under the Public Service Vehicles Accessibility Regulations 2000. The House of Commons Transport Select Committee’s report, Access Denied: Rights Versus Reality in Disabled People’s Access to Transport, published last week, explains in paragraphs 10 to 17 the entirety of the law, including how the Equality Act—and within that, the PSED and the PSV section—and the PSV regulations I mentioned all fit together, as well as retained Regulation (EU) No. 181/2011.

The key to all this is the Equality Act, and my amendment simply restates that, as barrister Catherine Casserley said in evidence to the Commons Transport Select Committee, rights to accessible transport

“should be enforced in the same way as any health and safety requirement. As part of any operation, any business has to comply with a range of obligations. These should be no different”.

The Select Committee concluded that, despite the legal framework, much needs to happen to improve compliance and practice on a daily basis. Disabled passengers agree. We need to remind bus operators and LTAs that the Equality Act duties are at the heart of provision for truly accessible bus services. It needs to be in the Bill.

[Lord Bradshaw (LD)]

My Lords, I have spoken in the House before about the need to increase bus speeds. In discussion, the Minister has come forward with a method of bringing some discipline to local authorities with bad congestion problems that make the running of a proper bus service almost impossible—I note Oxford, Cambridge and London as among those places where this is the case.

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[Lord Hendy of Richmond Hill (Lab)]

My Lords, I turn to a series of four government amendments which place requirements on franchising authorities relating to accessibility. The first of these amendments, Amendment 11, requires that where an authority gives notice of its intent to make a franchising scheme and begins a consultation, the people and organisations with which it must consult includes disabled people and organisations that represent them.

The remaining three amendments require that, when a franchising scheme is varied, local transport authorities must consult with disabled people or with organisations representing them. The only difference between them is the type of franchising scheme they relate to. Amendment 62 applies the consultation requirement where schemes are varied to add to the existing area that they cover; Amendment 63 applies it to variations affecting the extent of the franchising scheme but not resulting in the addition of new areas; and Amendment 64 applies it to all other forms of variation. For all three categories of franchising scheme variation, the Bill already proposes that organisations representing passengers must be consulted, as the authority sees fit, but Amendment 11 requires specifically that disabled people and organisations representing them be included.

Together, these measures will help to ensure that the voice of disabled people is heard by local transport authorities when franchising schemes are varied, with the aim of ensuring that plans take proper account of the needs of those people. With that in mind, I hope that noble Lords will support this amendment, as well as the wider package of accessibility amendments that I have tabled in my name. Once again, I thank your Lordships for making the interventions that have helped shape the Government’s approach.

[Baroness Brinton (LD)]

I am grateful to the Minister for his Amendments 11, 62, 63 and 64, all of which add to the Bill a duty to consult local disabled people and disabled people’s organisations. Will that cover not just the geographic area of the local transport authority but the range of disabilities? In particular, will it ensure that a range of local disabled people’s organisations are consulted. There is a real frustration when, for example, only one particular disabled organisation is talked to.

On my train this morning, I talked to a woman with vision impairment who said that she has real frustrations in this regard. She is on the co-production committee in Hertfordshire, and she said that too often, one organisation for disabled people is gone to, and it is assumed that it understands all the different needs of, say, blind people, deaf people, people in wheelchairs, people with autism—I could go on. I would be grateful for an answer to that question, but on balance I am grateful that these measures are here. They are helpful, but they are not what I was seeking in my earlier amendment, which I shall not go over again.

Amendment 18 covers enhanced partnership schemes requirements enabling travel by persons with disabilities. I note that new subsections (1) and (2), relating to the enhanced partnership schemes, use the word “may”, not “must”. If an enhanced partnership does not specify, for example, how safe a bus stop area is, or that bus stop areas must be safe, will it still have that responsibility, given that Section 174(1)(a) of the Equality Act states:

“The Secretary of State may make regulations … for securing that it is possible for disabled persons … to get on to and off regulated public service vehicles in safety and without unreasonable difficulty”?


It says, “may make regulations”, but the point is that there is a duty to ensure that disabled people can get on and off buses easily. If one of the enhanced partnerships decided not to check in a rural area, for example, whether there was street lighting or a pavement wide enough for a wheelchair to 2get off, would that be regarded as acceptable by the Government? There is no compulsion on the enhanced partnership to consult on that.

Amendment 19 says that local transport authorities in England must make a bus network accessibility plan. We on these Benches think that is helpful. It is a shame, though, that there is no common framework. It also means that the background behind a plan, who they consulted and what the details were, can continue to remain private.

My Amendment 37 is slightly different, in that it proposes an annual report with a common framework, according to which all LTAs would have to compile that report, using certain types of data and looking at certain types of accessibility issues. I said in Committee and I say again now that sometimes, there is nothing like an authority being required to consult, create and publish a plan with its results every year, in order to make the change we were talking about in group 1. We have heard from the House of Commons Transport Select Committee that there is much to do in practice, not just on buses themselves but on LTAs enforcing proper accessibility. I wonder whether the Minister could comment on that.

On balance, I am grateful for these amendments, but they are not the legislative sureties that I was looking for in the earlier group.

[Baroness Pidgeon (LD)]

My Lords, this group of amendments is very important and improves the legislation. I am pleased to read the many amendments from the Government, picking up the issues that many of us raised in Committee, for which I am grateful. But far more consultation and engagement with disabled persons and representative organisations is essential as franchising and enhanced partnerships are adopted by local authorities, and as routes are amended or changed and a new way of working settles down.

I am also pleased to see government Amendment 19, which ensures that local transport authorities in England make a bus network accessibility plan. That responds in part to the points raised by my noble friend Lady Brinton in Committee. However, as my noble friend has set out in Amendment 37, we need to take that further; it is essential that we get changes across the bus sector. We hope that the Government respond positively to that amendment.

Bus Services (No. 2) Bill [HL]

Baroness Brinton Excerpts

Report stage
Wednesday 2nd April 2025 Lords Chamber

Tabled by

[Baroness Brinton]

61: After Clause 30, insert the following new Clause—
“Compliance with the Equality Act 2010(1) The Transport Act 2000 is amended as follows.(2) In section 108 (local transport plans), after subsection 1(b), insert—“(c) ensure bus services which are subject to the provisions of the Bus Services (No.2) Act 2025 do not discriminate against disabled persons as defined by section 15 of the Equality Act 2010.””Member’s explanatory statement
This amendment links the Equality and Public Sector Equality Duty (PSED) provisions in Section 15 of the Equality Act 2010 to local transport authorities and local PSV bus services under both the Transport Act 2000 and this bill. It also clarifies that any bus operating under the provisions of this Bill must comply with the PSED.

[Baroness Brinton (LD)]

I am grateful for what the Minister said the other day at the Dispatch Box about Amendment 61. I was not terribly happy with his response, but I will not test the opinion of the House.

Amendment 61 not moved.