Bus Services (No. 2) Bill [Lords]

Debate between Marie Tidball and James MacCleary

Report stage
Wednesday 10th September 2025 Commons Chamber

[James MacCleary]

Day in, day out, I hear from people across my constituency—from Polegate to Plumpton—who want to use the bus but simply cannot do so. People must be at the heart of transport policy, so let me begin with one example from my constituency. I recently heard from a woman in Wilmington village who wants to get to her job in Lewes by bus but cannot do so at present. To do so, she must travel in the wrong direction to Polegate, wait, then take a slow service through multiple villages. What would be a 15-minute drive becomes an hour or more on the bus, so she drives. That is not a lifestyle choice; it is a failure of network design. This Bill could give us the tools to put that right, if we use them properly.

The A27 in my constituency desperately needs a direct service between Eastbourne and Lewes, and we must make that happen. The stops are on the road; there is just no bus to serve them. That is exactly why I support amendment 2, on socially necessary routes, so that journeys to work, schools and health services are guaranteed, even when the market will not deliver. Franchising powers in the Bill mean that our local transport authority could finally design services around what people need, not what happens to be commercially convenient. The new duty to provide socially necessary routes must make that real. Our amendments would ensure that if the market will not deliver, the authority must step in and be properly funded to do so. The A27 express should be at the top of that list.

I recently heard from a young lady in Stone Cross in my constituency who tries to get to college. Buses fail to appear—one recently sailed by her when she was waiting—and that means lost education time. The powers in the Bill on performance, data and enforcement must bite. We must publish stop-level reliability and give local transport authorities the lever to withhold payment for no-shows and require operator recovery plans. We must also back our “headphone dodgers” amendment, so that authorities can make byelaws against sustained antisocial noise. Safe, civil journeys retain passengers.

Much like the case in Stone Cross, I see the same story repeated in the village of Ringmer. An 85-year-old constituent depends on the bus to reach the Tesco in Lewes, yet sometimes it never arrives, and at other times the driver simply drives on by. That is not a public service; it is a gamble. If people are to use these services, they must be able to rely on them. That is why I back amendment 11, on accessible stopping places and reliability. We must ensure that information is clear, that drivers are trained and that passengers are not left stranded. Rural villages across my constituency send the same message: they have gaps, long waits, and first and last buses that do not work for people’s real lives.

Community transport services are a lifeline in rural areas where commercial routes do not run. In my constituency, volunteer-led Cuckmere Buses and CTLA keep people connected. The Sussex Art Shuttle, run by Cuckmere Buses, shows how small, community-driven transport projects can open up access and enrich local lives. These schemes run on tight budgets and good will, yet they deliver where the market will not. Amendment 9 would recognise their value and ensure that funding streams work for them, not against them.

There is also the Flexibus scheme, a forward-thinking initiative from East Sussex county council showing how a local authority can take control and fill the gaps left by traditional services. With booking available by app or phone, it is a practical, people-centred service that makes rural transport work for many. New clause 8, on VAT rules for demand-responsive services, would make it easier for such schemes, allowing councils to innovate locally and deliver real solutions for communities.

Sadly, in Lewes we have lost our bus station. Years of campaigning could not save it. The result is an interchange tacked on to the Phoenix Causeway bridge—busy, exposed and in the wrong place. It is not possible to grow ridership while dismantling the places where people change buses. We should give local transport authorities explicit powers, duties and funding to safeguard and replace our interchanges as part of franchising schemes. That is why new clause 5, on accessibility reports so that bus stations and interchanges are explicitly safeguarded and properly planned, is so important.

The upcoming Budget must unlock much-needed funding for major roads that are congested and therefore delay bus service. I have raised the A259 in my constituency directly with the Prime Minister in this place. It is a vicious cycle: congestion holds back buses, people turn back to cars, and traffic gets worse. Better buses mean fewer cars, and a transition to a zero emissions fleet must be central to how we plan for the future.

Affordability underpins all of this. The Liberal Democrats’ new clause 1 would restore the £2 fare cap, which worked well; it put money back in pockets and passengers back on seats. Lifting it is a bus tax on work, study and care. Our new clause would restore the cap and require a formal assessment of the impact of hikes. We go further: new clause 9 would provide free travel for those on carer’s allowance, and new clause 2, tabled by my hon. Friend the Member for Harrogate and Knaresborough (Tom Gordon), would remove time restrictions for disabled concessionary passes. This Bill will be judged not by what it promises on paper, but whether it delivers for people who wait at the bus stop, and I hope this Government will deliver that.

[Dr Tidball]

I rise to speak to new clause 2, which covers issues of accessibility. My older, younger and disabled constituents often tell me that they are left stranded, enduring painfully long waiting times due to unreliable bus services, and facing distressing situations such as toileting issues, missed NHS appointments or arriving late at school. This is the reality of failed bus services faced by many constituents across my Penistone and Stocksbridge constituency as a result of the Conservative legacy. This is unacceptable, as I mentioned on Second Reading, when Reform MPs could not even be bothered to show up—where are they today?

When I was growing up, our South Yorkshire transport system was the envy of the world, but 14 years of the Conservatives’ north-south transport divide and their broken promises of a London-style transport system for South Yorkshire in reality meant that my constituency lost 53% of its bus services, with a paltry 38% spent per head on our doorstep compared with London. And the SL1 tram link bus was scrapped, leaving many of my constituents unable to continue to work or to go to college in Sheffield.

Our local communities have helped build the prosperity of this great nation. From the speciality steelworks in Stocksbridge and the farmers across Penistone, to the advanced manufacturing sites across Chapeltown, my constituents are among the hardest working people we could ever meet.