Free Bus Travel: Over-60s

Steve Darling Excerpts

Monday 5th January 2026 Westminster Hall

[Tony Vaughan (Folkestone and Hythe) (Lab)]

I beg to move,

That this House has considered e-petition 702845 relating to free bus travel for people over 60.

Happy new year, Mr Mundell. It is, as always, a privilege to serve under your chairship.

I start by thanking the petition’s creator, Mrs Karen Hickman, and the 101,000 people who signed the petition—including 211 of my constituents in Folkestone, Hythe and Romney Marsh—for securing this debate on extending free bus travel to all over-60s across England. I also thank Transport for London, Age UK London, Independent Age and the Local Government Association, which were incredibly helpful in my preparation for this debate, which I am leading for the Petitions Committee.

There are many areas of our country where there is free bus travel for the over-60s: London, Liverpool, Wales, Scotland and Northern Ireland. Bus services are a critical form of public transport. They are a public good: they get people to work and allow them to visit friends and family, travel to health appointments and participate in social activities. Bus services support active lifestyles, reduce social isolation, and reduce car use, lower air pollution and make our environment cleaner and safer. It was a pleasure to meet Mrs Hickman. She was particularly frustrated by the regional differences that we have in this country when it comes to bus services, and she would like to see greater investment in rural bus services in her area of Lincolnshire.

In our country, there is a growing misperception that if someone is over 60, they are somehow financially blessed, with a house on which the mortgage has been paid off, and they have plenty of assets and capital washing around. Many people think that the over-60s do not need free bus travel. I challenge that narrative, as does Mrs Hickman. Based on households below average income data, 875,000 people aged 60 to 64 are living in poverty. A new report from Standard Life identifies a substantial rise in financial insecurity among people in their early 60s, after the increases in the state pension age since 2010, and highlights that there are a quarter of a million more people aged 60 to 64 in relative income poverty than there were in 2010.

In the UK, carer prevalence is greatest among adults in their 50s and early 60s, with people in that age group twice as likely as those in a younger adult group to be carers. Due to the rising pension age, many people in their 60s are seeking work. The high level of redundancy in this age group during the pandemic is one factor that has led to increased unemployment among 60 to 64-year-olds. Many people in this group are key workers: health and social care—a sector that is growing in my constituency—and retail are among the sectors with the highest proportion of older workers. In addition, over-60s with a disability or long-term health condition are more likely to face financial hardship.

There is already free bus travel for the over-60s in several parts of the UK, so this policy can work. The 60+ London Oyster photocard, operated and funded by TfL, is available to London residents over 60. There are 383,000 active users of that photocard, which I know makes a positive difference to the lives of the 24% of Londoners in that age group who live in poverty.

Residents of the Liverpool city region are eligible from age 60 for free travel on buses, trains and ferries. That is funded by the transport levy that the Merseyside local authorities pay. Looking for a moment at a younger age group in Liverpool, I commend the Liverpool city region combined authority for its recent introduction of the care leavers travel pass, giving free local travel on buses, trains and ferries to young adults leaving the care system. That is a commercially funded offer.

What most or all of these schemes have in common is that they were implemented as a result of local powers being used by local people for the benefit of local people. Is that not how our local communities should be run? In my view, it is. Local people know what the local needs are. I understand Mrs Hickman’s frustration at the regional differences that can occur when some local areas have powers that others do not, but thanks to the Bus Services Act 2025, passed by this Labour Government, all English local transport authorities now have the power to set routes and fares. In my view, it is right that each local authority now grasps the nettle and gets on with delivering the high standards of bus services that the public are entitled to.

[Steve Darling (Torbay) (LD)]

The issue that we face in Torbay is a significant shrinkage in the number of available commercial routes, whether for bus pass users or other bus users. Does the hon. and learned Gentleman agree that we need sustained investment in bus services to drive a better service for all our communities?

[Tony Vaughan]

I completely agree with the hon. Member. Central Government have to support local government in properly funding bus services. As I will come on to say, that is exactly what this Government have been doing, but the critical question will be whether those local authorities spend the money in a way that benefits passengers.

Mrs Hickman’s view is that this policy should be centrally administered and nationwide. According to the Local Government Association, making the policy nationwide would cost central Government roughly an additional £250 million to £400 million a year. Without that money, evening and weekend services would likely collapse. Losing more bus routes would be damaging for over-60s who rely on buses to get to work.

As the LGA suggests, many councils argue that £1 fares for apprentices and students offer a higher economic multiplier than free travel for the over-60s. That is especially important when we are desperately trying to raise our economy’s growth rate and reduce unemployment. There is also a strong argument for focusing more on getting apprentices and students to use buses, because that cohort of young people will develop the habit of getting on a bus, which will help to secure a more stable long-term revenue stream for bus operators.

As I just said, what we need is ample central Government funding for local authorities so that they can decide how best to run the bus network. The Government are backing our bus network with a £3 billion multi-year bus funding settlement for 2025 to 2029, helping to create more certainty, stability and predictability for our bus system. The aim of the funding settlement is to deliver lower fares and more frequent and reliable bus services, and the national single bus fare cap was extended to run until March ’27. The Government’s Bus Services Act empowers local authorities to take greater control of bus services, and makes them more reliable, accessible and affordable by enabling franchises, lifting bans on municipal bus companies and mandating zero emission buses.

In this debate we are rightly talking about the 60s, but it was the ’80s when it all started to go wrong for our bus network, with its reckless privatisation under the Transport Act 1985. The Bus Services Act takes a completely different approach by allowing local government to create locally and publicly operated and owned bus services.

Local authorities across the country have received significant funding boosts to improve local bus services. For example, the petitioner’s council, Reform-run Lincolnshire county council, received a boost of £11.8 million to support better bus services. In my area, Reform-run Kent county council this year received a boost of £42 million to spend on better bus services. The Government are not being partisan with funding decisions; Reform-run councils are receiving cash boosts to improve bus services from now until 2029, and the public should expect Reform to deliver in places such as Kent and Lincolnshire. We must hold them to account in ensuring that they spend the money not on political advisers, or mad adventures such as the Elon Musk-inspired DOGE 2.0 cuts programme, but on making bus services work more accessibly, reliably and affordably.

In December, I ran a bus survey to hear from my constituents how they would like the £42 million of extra bus funding to be spent. Many told me that bus services are not frequent enough and are often unreliable, with too many late and even cancelled services. Many highlighted the issue of affordability. They want Reform-run Kent county council to spend that £42 million of extra funding on protecting existing routes from private sector cuts, more frequent bus services, cheaper fares, improved evening and Sunday services, and better bus links to schools, colleges and hospitals.

One constituent suggested extending free bus travel to the over-60s, but many of my constituents talked about wanting routes that had been cut under the failed experiment of privatisation to be reinstated. They asked for changes such as frequent, direct bus services from Folkestone to the William Harvey hospital, more evening and weekend bus services across Kent, and the reinstatement of routes such as the 73, 77, 78 and 111 services in Folkestone, Hythe and Romney Marsh.

Bus Services (No. 2) Bill [Lords]

Steve Darling Excerpts

Report stage
Wednesday 10th September 2025 Commons Chamber

[Mr Kohler]

Those are indeed the issues that we need to address and that are not addressed at the moment—my hon. Friend is absolutely right.

The poorest, who use buses the most, are already struggling with the cost of living crisis. No amount of spin can hide the fact that the Government’s decisions represents a huge fare increase, despite the Prime Minister taking to social media last month to proclaim that he was putting working people first, and that this fare rise would “cut costs” for working families. No, it will not.

[Steve Darling (Torbay) (LD)]

In Torbay, which is sadly one of the most deprived constituencies in the south-west of England, bus travel is the primary form of public transport. The £2 price cap was valued by young people and by those of working age in navigating Torbay. Does my hon. Friend agree that its reinstatement would help oil the wheels of our communities, such as Torbay?

[Mr Kohler]

That is hugely important. If we want to get people back on the buses and help the most deprived in our society, we need to reinstate the £2 bus cap.

Fares have risen to the point where many households simply cannot afford to use the bus regularly. A £2 fare cap would make a tangible difference to low-income families, students and modest earners, while also helping to reduce congestion and cut emissions by getting more people out of their cars. Sadly, new clause 1 has not been scheduled for a vote, so we will support the Conservatives’ more modest proposal, amendment 23, requiring the Secretary of State to conduct an impact assessment of the ending of the £2 bus cap.

Another clause that will not be pressed to a vote is our new clause 48, which would have provided free travel for uniformed police officers in order to provide greater reassurance to the travelling public. Antisocial behaviour—and not just headphone dodging—is on the increase across the bus network, and the sight of more police officers on buses would only help to reduce that menace. Currently, there is a patchwork of different schemes covering some, but not all, bus operators, and requiring officers to produce a variety documentation to access free travel, which is not infrequently denied. Our new clause would have provided a simple baseline requiring no bureaucracy, allowing every officer in uniform to travel freely on any bus. I again ask the Minister to consider accepting that costless improvement to the safety of the bus network.

I now turn to a hugely consequential cross-party amendment tabled by my hon. Friend the Member for Harrogate and Knaresborough (Tom Gordon), whose work on the Bill has been thoughtful and persistent. His new clause 2 would require the Secretary of State to remove time restrictions on the use of disabled concessionary travel passes. It is supported not just by Liberal Democrats but by Members across the House, including on the Government Benches. Disabled passengers, forced to travel at restricted times under current rules, face unnecessary barriers to jobs, appointments and social inclusion. Removing time restrictions would allow them to use the bus network when they need it. It is right that the House should support this new clause, and I warmly congratulate my hon. Friend on bringing it forward.

Rigid time slots reflect outdated thinking. Disabled people deserve travel choices that reflect real-life needs. If, as they claimed during their ill-fated attempt to reduce personal independence payments before the recess, the Government really want to help more disabled people back into work, removing such restrictions would be a wonderful place to start. I am delighted that Mr Speaker has selected new clause 2 for a vote, and I ask Members across the House to bear witness to the cross-party support that it has already received by voting together in support of it.

In conclusion, my party welcomes the Bill, which will make a real difference to our bus network, but I call on the Government and the Minister to not allow petty party rivalry and tribalism to stand in the way of making this legislation even more effective by voting against the sensible amendments and new clauses that we have proposed.

Road and Rail Projects

Steve Darling Excerpts

Tuesday 8th July 2025 Commons Chamber

[Heidi Alexander]

Our local roads have a key role to play in driving growth across the UK and across the area my hon. Friend represents. They will allow people to access new opportunities and a higher quality of life wherever they choose. I am pleased to confirm that the scheme in her constituency is one of 28 that the Government have secured funding for and will be going ahead.

[Steve Darling (Torbay) (LD)]

Just one large storm could sever the rail network at Dawlish, so will the Secretary of State commit to stage 5 of Network Rail’s resilience programme? In my constituency there is a need for a railway station at Edginswell, which would equally unlock regeneration. I would welcome the Secretary of State’s comments.

[Heidi Alexander]

We have had to prioritise our funding on the schemes that will make the greatest difference for passengers and economic growth as soon as possible. Having already invested in securing the cliffs and making the coastline more resilient in the south-west, the final phase of work will be kept under review as part of our pipeline of future funding. This will be determined by the output of the cliff monitoring and drainage works that we are continuing to fund.

HS2 Reset

Steve Darling Excerpts

Wednesday 18th June 2025 Commons Chamber

[Heidi Alexander]

I can assure my hon. Friend that the Government 100% recognise the need to improve rail connectivity in the midlands and the north. He is also right to highlight the need for a stable pipeline of investment, so that the supply chain can plan, and so that we do not lose skills. The Government have an ambitious rail programme; there is East West Rail, the trans-Pennine route upgrade and HS2. I am determined to build on this country’s proud railway heritage and ensure that we have railways fit for the modern day.

[Steve Darling (Torbay) (LD)]

The Devon and Cornwall rail network is only one severe storm away from being decapitated at Dawlish. Phase 5 of the south-west rail resilience network is desperately needed. When will the Minister visit the line to see how desperately needed it is?

[Heidi Alexander]

Dawlish is a very beautiful part of the country, so I am very tempted to take the hon. Gentleman up on his invitation. This is the second time in this statement that the Dawlish programme has been raised. I gave the hon. Member for Newton Abbot (Martin Wrigley) an undertaking that I would speak to the Rail Minister on that subject and then write to him; I will come back to the hon. Member for Torbay (Steve Darling) in writing at the same time.

Rail Services: Devon

Steve Darling Excerpts

Wednesday 11th December 2024 Westminster Hall

[Steve Darling (Torbay) (LD)]

It is a privilege to serve under your chairmanship, Mr Pritchard. I congratulate the hon. Member for Exeter (Steve Race) on securing the debate. This is an extremely important issue for the people of Devon and the south-west of England.

Although issues with our rail services have been ongoing for many years across the south-west—mostly because of a lack of investment in public services from the previous Conservative Government—we have a new threat and challenge from the works that are being undertaken, as hon. Members have extremely ably pointed out so far, at Old Oak Common and the delays that we have seen there. In my many years of service to the people of Torbay as a local authority member, I have been somewhat sceptical of HS2 and the estimated £65 billion that it will cost, when we in the south-west have real challenges with the resilience of our network, particularly at the pinch point of Dawlish and when trains get to Cornwall, over the Tamar, and can go only at 65 mph. Our network is really challenged.

To go back to the issue of Old Oak Common, the fact that the section of HS2 between Old Oak Common and Euston will cost £6.5 billion is astounding. The mitigation of £30 million that I understand may well be on the table for the impact of Old Oak Common on the south-west is a drop in the ocean compared with the overall costs of the whole HS2 project.

I reflect on this as well: the south-west resilience project has cost the national taxpayer in the region of £150 million. The final part of the scheme is the Dawlish rail resilience programme, which will probably cost the same again, but that is small change compared to the cost of the big project that is HS2, and it calls into question the levels of mitigation. I am keen for my constituents in Torbay, and people in the greater part of Devon and Cornwall, to see us sorting out Dawlish and investing to save in the longer term.

I would highlight that one essential of travelling by train is the provision of a toilet. Now, our modern equivalent is probably having good access to the internet. We would not get on a train without a toilet, yet we have poor internet connection across Devon and the Great Western Railway network. I am well aware that there is an oven-ready scheme, good to go, that was raised with and acknowledged by the Minister a few weeks ago. That could be a really helpful way of mitigating the challenges that we face with the delays in relation to Old Oak Common, and making sure that people can be productive; my understanding, from research that I have done, is that we are looking at people in the UK having half the levels of internet access that our continental cousins have.

As the Member for Torbay, I want to be a bit parochial at this point and highlight the final piece of the Devon metro system, which is a very fine Devon county council plan. The final piece lies in my constituency, at Edginswell railway station. This is part of the town deal regeneration programme, which is extremely important for a couple of reasons: it supports a business park and regeneration in one of the most deprived parts of the south-west peninsula, which is sadly my constituency; and it helps our NHS.

We need to see investment in our health services, particularly Torbay hospital, including to ensure that there is sufficient accommodation for NHS employees. Part of that is about regenerating Paignton town centre so that those people can stay in Paignton, jump on a train and be dropped off at Edginswell, almost on the doorstep of a renewed Torbay hospital. That is joined-up government. I hope that the Minister will reflect on Edginswell, because I understand that the funding may have been withdrawn in the last few days—but, to me, the crucial part is supporting Dawlish and phase 5 of the rail resilience programme, because that will support the rest of the south-west peninsula.

Bus Funding

Steve Darling Excerpts

Monday 18th November 2024 Commons Chamber

[Louise Haigh]

It is particularly important that we encourage young people on to buses, so that they can develop better behaviours and carry on using buses throughout their adult lives. I am delighted that we can confirm an additional £1.2 million in revenue funding for Norfolk. That revenue funding will be available to Norfolk to enable it to add additional services and improve the reliability and frequency of its local buses.

[Steve Darling (Torbay) (LD)]

I would like to acknowledge the significant investment in my constituency and say how welcome this will be after Torbay’s first “bus back better” bid came back empty from the Conservatives. One of the issues that has led to significant cuts in our bus services is the recruitment of bus drivers. Can the Secretary of State advise us on how the Government plan to enhance the opportunities for the recruitment of bus drivers so that this money can be put to good use?

[Louise Haigh]

Torbay is a fantastic example of an area that has done well out of this funding settlement but was treated appallingly by the previous bus service improvement plan funding process. The hon. Gentleman is right to say that the recruitment of bus drivers is an issue that has plagued certain parts of the country, and we are working closely with the Department for Work and Pensions, through its “Get Britain Working” White Paper, to ensure that we can address recruitment and retention issues in the bus sector.