Bus Services (No. 2) Bill [ Lords ] (First sitting)

Rebecca Smith Excerpts

Committee stage
Tuesday 24th June 2025 Public Bill Committees

[Jerome Mayhew]

I do not disagree with anything the hon. Member said. I do not have in my head the financial details associated with rural hubs, but it makes more commercial sense as a matter of principle, although it would probably not be profitable, to have a hub-and-spoke approach rather than an hourly service for every village. I do not know whether the hon. Member has counted the villages in North Norfolk, but there are well over 100 in Broadland and Fakenham, so that would be a challenge for any provider.

The Opposition support the concept of new clause 35 if the finances—the missing link—add up, but we question the need for it, because there is nothing in the Bill to prevent local authorities from doing what it sets out.

[Rebecca Smith (South West Devon) (Con)]

I am conscious that we are finishing in three minutes, so I will limit my comments to give the Minister some time. Like my hon. Friend the Member for Broadland and Fakenham, I query the premise that public is better than private. The hon. Member for Warrington South mentioned the ability to provide a better service than existing franchise services, but I want to put on record that we can still get £2 fares in South West Devon. There is not necessarily a concrete need for a franchise; it is not necessarily a magic wand. I will fit my other comments in somewhere else, because I am conscious of time.

[Simon Lightwood]

I thought the Liberal Democrats were the party of devolution, but they have a strange habit of wanting to tell local areas what to do and how to do it. Rural bus hubs are not yet widespread and the available data on their impact is limited. I have already outlined that there is no one-size-fits-all solution to improving buses. Local transport authorities in rural areas better understand the needs of their local communities, so it is right that they are given the opportunity to determine what is right for their areas.

I have already spoken about the different models for bus franchising, such as the Jersey model. The pilots will explore the models that may suit rural areas over metropolitan areas. In a rural setting, bus franchising could provide the opportunity to integrate demand-responsive transport into the network, ensuring that it links rural areas to key locations and access to onward travel options.

The Government are also supporting local transport authorities to improve the viability and sustainability of demand-responsive transport. That may be the most viable option in rural areas. The Government are gathering insights from the rural mobility fund pilots and are developing best practice guidance—a comprehensive resource for setting up and managing DRT schemes.

Beyond that, the Department’s support programme includes a focus on rural-specific challenges, such as the dedicated Bus Centre of Excellence’s conference on quality bus services in July and our plans for franchising pilots. The Department understands that there are barriers to SMEs accessing franchise networks. That is why we are listening to the sector about ways to ensure that disproportionate paperwork requirements do not hinder SMEs bidding for franchising contracts.