Bus Services (No. 2) Bill [ Lords ] (Fifth sitting)
Tuesday 1st July 2025
(2 days, 18 hours ago)
Public Bill CommitteesBus Services (No. 2) Bill [HL] 2024-26 View all Bus Services (No. 2) Bill [HL] 2024-26 Debates Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Public Bill Committee Amendments as at 1 July 2025 - (1 Jul 2025)
The Committee divided: - Ayes: 2 / Noes: 10 - Question accordingly negatived.
The Chair
Before we begin, I remind Members to switch electronic devices to silent and to send their speaking notes to hansardnotes@parliament.uk. Tea and coffee are not allowed during sittings.
We have some visually impaired people in the Gallery who are very welcome. For their benefit and for the benefit of others following the proceedings this afternoon, when I call a Member to speak, I will announce their name and party affiliation. I ask that Members allow me to do so before commencing their speech. For the benefit of those in the Gallery who have not met me yet—you have a different Chair from the one this morning—my name is Dr Rosena Allin-Khan and it is a pleasure to have you here.
Clause 27
Powers of inspectors
Question (this day) again proposed, That the clause stand part of the Bill.
The Chair
I remind the Committee that with this we are discussing the following:
Amendment 67, in clause 28, page 24, line 37, after “nuisance” insert
“, including sustained anti-social auditory disturbance.”
This amendment would allow local transport authorities to prohibit disruptive anti-social forms of noise such as from telephones through byelaws.
Clauses 28 and 29 stand part.
The Parliamentary Under-Secretary of State for Transport (Simon Lightwood)
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.
Jerome Mayhew (Broadland and Fakenham) (Con)
It is good to see you back in your rightful place, Dr Allin-Khan. Clause 23 is not a controversial element of the Bill, so I will not detain the Committee for too long. It gives local transport authorities and Transport for London sensible new powers to enforce against fare evasion.
Rebecca Smith (South West Devon) (Con)
I think there is some slight confusion among Committee members because my hon. Friend said clause 23 when he meant clause 27.
Jerome Mayhew
I am grateful for that intervention; I stand corrected, as I was talking about clause 27. I do not know where clause 23 came from—my subconscious.
Subsection (2) clarifies that regulations can address the powers of an inspector outside of their authority’s area. Subsections (3) and (4) clarify the definition of an inspector. That is all fine.
Clause 28 is the largest clause in the Bill, so although it is not particularly contentious—we are substantially supportive of it—I would not be taking my duty seriously if I totally skipped over it. I will therefore pick and mix and hope that people bear with me while I take a little time to consider how it deals with local transport authority byelaws. It amends the Transport Act 2000, sets out the power of LTAs to make byelaws, and lists the various areas that can be covered.
Proposed new section 144A(1) and (2) of the 2000 Act is relevant to Liberal Democrat amendment 67. The byelaws set out in proposed new subsection (1) relate to travel on services, the maintenance of order and the conduct of persons while using services. Those are the areas of interest about which organisations will have the authority to create byelaws.
Proposed new subsection (2) goes into more detail and states that the byelaws relate to issues including tickets, the evasion of payment of fares, interference with or obstruction of local services, and the prohibition of vaping, smoking and nuisance on local services. I highlight that list, because Liberal Democrat amendment 67 would add “sustained anti-social auditory disturbance” to it.
The two subsections are dealt with differently: proposed new subsection (1) is an exhaustive list setting out the scope for byelaws, but proposed new subsection (2) is a non-exhaustive list of provisions that may be considered. Therefore, proposed new subsection (1) does not allow the consideration of issues relating to noise disturbance and would need to be amended to include that. In my submission, however, proposed new subsection (2) would not need to be amended because it is a non-exhaustive list, so we could go on forever adding things that annoy us on public transport—I would quite like to settle down and consider that. Although I share the Liberal Democrats’ fury and annoyance at antisocial auditory disturbance, I do not think it is necessary to add it to the non-exhaustive list in proposed new subsection (2).
Mr Paul Kohler (Wimbledon) (LD)
I thank the hon. Gentleman for those comments on our amendment, but what is the point of including anything in proposed new subsection (2) then? Following his argument, nothing needs to be there.
Jerome Mayhew
As ever, I thank the hon. Gentleman for his intervention. I am not the Government; it is for them to defend their drafting. If he wants to help to change that, I will happily stand on the Government side and give him the answer he is looking for. The essence of any non-exhaustive list is to give examples. It would not be wrong to give another example, but it is up to the Government whether it is necessary to amend the clause and whether they are prepared to add it to the list. As a matter of law, however, that is the difference between an exhaustive and a non-exhaustive list.
Proposed new section 144B sets out the procedures on byelaws. The Minister spoke about them briefly, and the measure is a reasonable approach to the problem that the Government seek to solve. I will just go back, however, and highlight that the byelaws allow for level 3 fines for these offences. Hon. Members will know that, under the current guidelines, a level 3 fine is £1,000, so the byelaws will allow local transport authorities and Transport for London to impose not inconsiderable fines.
Given that these are substantial powers that can address quite wide-ranging behaviours, and that transport authorities can impose fines of up to £1,000, we collectively need to think about the guidance from the Secretary of State that will accompany this legislation. It is important to get that right, and I invite the Minister to elaborate on the guidance’s likely approach to enforcement. A kind of draconian, one-strike-and-you’re-out enforcement would be deeply unpopular, and it would bring in a whole load of people who were just running for the bus. There are good actors and bad actors: people get caught up in behaviours for all sorts of reasons, and we need sensible guidance about enforcement.
Clause 29, on TfL byelaws, is a similar clause that simply seeks to apply a similar approach to TfL. I will not go through it, but the points that I made about clause 28 apply.
Mr Kohler
Clause 28 introduces powers for local authorities to make byelaws for buses. That is welcome, and I agree that the behaviour that the clause already lists should be prohibited. There is, however, a clear omission. With passengers already paying extortionate fares to be packed in like sardines on buses, we should at least ensure that they do not face the added indignity of someone’s blaring TikTok feed. That is why our amendment 67 seeks to add the words
“including sustained anti-social auditory disturbance.”
The amendment would explicitly allow transport authorities to bring in byelaws that ban persistent antisocial noise, such as music or videos played out loud on personal devices. It is a sensible, proportionate response to a problem that has been left unchecked for far too long. Let us be clear: we are not talking about a small inconvenience. The scale of the problem is significant.
Recent polling has found that almost two in five people say that they have experienced others playing music out loud often or sometimes, while only a quarter report experiencing it rarely. Furthermore, a majority of respondents say that they would not feel comfortable asking someone to turn down their music on public transport. Women feel especially unable to challenge such antisocial behaviour; almost two thirds say that they would not feel comfortable doing so.
Furthermore, playing music and other content loudly on public transport is done not only unthinkingly but, on many occasions, in a deliberately intimidatory manner designed to provoke and unsettle others going about their lawful business. The amendment is a sensible step that would ensure local authorities have the tools that they need to combat a growing menace.
Not everyone agrees. I was deeply disappointed when the Leader of the Opposition, the right hon. Member for North West Essex (Mrs Badenoch), who also happens to be a valued constituent of mine, opposed the measure, dismissing fines for such disruptive and selfish behaviour as “silly”, despite the frustration and discontent that it causes for so many. I find her attitude extraordinary; I would be very surprised if she had not, like so many of my other constituents, experienced the phenomenon on buses across Wimbledon—assuming, of course, that she uses buses.
The right hon. Lady is not alone, however, as I will explore in more detail in a moment. Some have accused me of abandoning my liberal sensibilities in seeking to address the issue. All I would say to such critics is that liberalism is as much about responsibilities as about rights. I do not begin to see how my right to play content loudly on my phone or some other device obviates my responsibility not to cause unnecessary disturbance to others. Whether people are heading to work, taking their kids to school or simply trying to enjoy a moment of peace, they deserve to feel safe and respected on public transport.
Time and again I hear people say that they feel too intimidated to speak up when someone is blasting music or videos from a phone or speaker. The Liberal Democrats want to take tough action on headphone dodgers to ensure that every passenger feels safe and respected, and can travel in peace. We urge all parties to support the amendment and finally bring an end to commutes filled with unnecessary noise, disturbance and frustration.
In what has become a running motif of the Committee, the Minister has said that the amendment, like so many that have perished before it, is unnecessary on two broad grounds. First, he argues that the antisocial playing of music and other content already comes within the term “nuisance” under the Government’s proposed new section of the 2000 Act.
That is clearly open to challenge, however: I have already quoted the reaction of the Leader of the Opposition, who appears not to regard such thoughtless or intimidatory disturbance as a nuisance. Perhaps more significantly, in what has become an increasingly rare experience for the Conservative leader, she appears to still be speaking for most of her parliamentary party—although not, it seems, for the hon. Member for Broadland and Fakenham on this issue at least—given the jeers and heckling directed at me from the Opposition Benches when I raised headphone dodgers at Prime Minister’s questions recently. I humbly suggest to the Minister that it is worth noting the Prime Minister’s answer to my question. Pointing at the jeering Conservative Benches, he said:
“We take this seriously; the Conservatives laugh about it.”—[Official Report, 30 April 2025; Vol. 766, c. 324.]
Here is the Minister’s chance to prove that the PM is a man of his word by accepting our amendment and showing that the Government do take sustained antisocial auditory disturbance seriously in the face of those who would—bizarrely—argue that it is not a nuisance.
Luke Myer (Middlesbrough South and East Cleveland) (Lab)
I rise to support the clause, and in particular the elements in proposed new section 144A of the Transport Act 2000 on nuisance and antisocial behaviour. In the community of Hemlington in my constituency, there have recently been disgraceful attacks on bus drivers and buses by young people in the community. I commend the work of Cleveland police, which responded using an innovative so-called Trojan bus filled with plain-clothes police officers who then arrested and apprehended the individuals committing those crimes.
I am asking for clarity on how those provisions in the Bill fit with the broader legislative framework on nuisance and antisocial behaviour, including in relation to people who are not necessarily bus passengers but who are outside and may be disrupting transport. I hope that the Minister can give us some more information on that.
I welcome the provisions in the clause, because we have to address antisocial behaviour and the way that it impacts our public transport system. I support this clause, and I am pleased that we have these provisions in the Bill.
Simon Lightwood
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.
Rebecca Smith
Given the Minister is comparing the rail system with buses, and saying that he wants to bring buses into line with the railway, I am intrigued about who will do that enforcement. We have the British Transport police on the railway, and there are signs everywhere and a phone number that someone can call, but at the moment on buses—I have been on ones where antisocial behaviour is taking place—it ultimately falls to the driver to enforce against that. Is that what the Minister is saying will happen as a result of this legislation? Will there be additional powers or will an additional force be created to enable that enforcement to take place—or is that entirely down to LTAs to figure out for themselves?
Simon Lightwood
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.
Jerome Mayhew
I beg to move amendment 40, in clause 30, page 32, line 6, leave out “may” and insert “must”.
This amendment would require the Secretary of State to produce guidance about stopping places.
The Chair
With this it will be convenient to discuss the following:
Amendment 29, in clause 30, page 32, line 9, at end insert—
“including their safety on pavements and crossings on routes to, from and between stopping places in both directions of the routes,
(aa) promoting and facilitating access to toilet facilities for passengers and drivers,
(ab) providing clear and accessible information, including real-time information, about services calling at stopping places and in the wider area,”.
This amendment would require guidance relating to stopping places issued by the Secretary of State to include consideration of the provision of toilet facilities and travel information, as well as to promote the safety of people using pavements and crossings near the stopping places.
Amendment 41, in clause 30, page 32, line 13, after “comfort” insert
“without having to cross a cycle track to board the bus or continue their journey after alighting”.
This amendment would extend the purpose of the guidance issued by the Government to include enabling disabled people to travel without having to cross a cycle track in order to board a bus, or once they have alighted.
Amendment 42, in clause 30, page 32, line 14, delete “may” and insert “must”.
This amendment would require any guidance issued by the Secretary of State to include the location, design, construction and maintenance of stopping places, and information on how persons required to have regard to the guidance are to engage with other persons in relation to stopping places.
Amendment 65, in clause 30, page 32, line 16, at end insert—
“(aa) the location, design and maintenance of service information displays at stopping places, including the provision of real time arrival information;”.
This amendment would mean that guidance on the accessibility of stopping places can include guidance relating to the provision of information at the stopping place.
Amendment 60, in clause 30, page 32, line 30, leave out “have regard to” and insert
“take reasonable steps to implement”.
This amendment would ensure that authorities listed in subsection (6) take reasonable steps to ensure that disability guidance issued by the Secretary of State is implemented.
Amendment 43, in clause 30, page 32, line 42, at end insert—
“(6A) The bodies listed in (6) may depart from such guidance only if—
(a) it considers that there are exceptional local circumstances which justify the departure; and
(b) it has obtained the written approval of the Secretary of State to the proposed departure.
(6B) The bodies listed in (6) must pause the construction of any stopping place designed as a floating bus stop or shared bus stop boarder, and must not proceed with construction, until the Secretary of State has issued guidance under this section relating specifically to the design and use of floating island bus stops and shared bus stop boarders.”
This amendment would ensure that listed bodies would be obliged to follow the guidance except in exceptional circumstances, and would require those bodies to pause construction on new floating bus stops and shared bus-stop boarders until guidance has been published.
Amendment 55, in clause 30, page 32, line 42, at end insert—
“(6A) Guidance issued by the Secretary of State under subsection (1) must include provision for the bodies listed in subsection (6) to support the development of training programmes for relevant staff which must address the content of the guidance issued under subsection (1).
(6B) Guidance and training provided under this section must also be made available to bus operating companies, who must ensure that relevant staff undertake training programmes aligned with the guidance issued by the Secretary of State.”
This amendment would require relevant bodies to support the development of training programmes for relevant staff which must address the content of disability guidance issued by the Secretary of State.
Amendment 30, in clause 30, page 33, line 3, after “place” insert
“from the surrounding area and from the nearest stopping place in the opposite direction on any route”.
Amendment 31, in clause 30, page 33, line 4, after “the” insert “information and”.
Clause stand part.
Amendment 44, in clause 31, page 34, line 17, at end insert—
“(9) For the purpose of this section, “floating bus stop” is also to be understood as including “shared bus-stop boarders”.”
This amendment would ensure that the guidance addresses both floating bus stops and shared bus boarders.
Clause 31 stand part.
Amendment 45, in clause 32, page 34, line 24, at end insert—
“(1A) An authority which is subject to a duty under section 30(6) or section 31(7) (duties to have regard to guidance) must maintain a record of the location of floating island bus stops and shared bus stop boarders.
(1B) The record required under subsection (1A) must specify the geographic location of each stop; the type of stop (floating bus stop or shared bus stop boarder), and the date on which the stop was installed or modified.”
This amendment would gather data on floating bus stops and shared bus boarders.
Clause 32 stand part.
New clause 11—Equality impact assessment: floating bus stops and shared-use bus boarders—
“(1) Within 12 months of this Act receiving Royal Assent, the Secretary of State must undertake a full equality impact assessment of the Act so far as it relates to floating bus stops and shared-use bus boarders.
(2) Within a month of the assessment being completed, the Secretary of State must lay the equality impact assessment before both Houses of Parliament.”
This new clause would require the Secretary of State to undertake an equality impact assessment on the Act’s provisions, so far as they relate to floating bus stops and shared-use bus boarders, within 12 months of the Act becoming law.
New clause 12—Prohibition of new floating bus stops—
“(1) Within six months of this Act receiving Royal Assent, the Secretary of State must lay before both Houses of Parliament proposals for the prohibition of new floating bus stops and shared-use bus boarders, which route cycle tracks through and on the pavement, in England.
(2) Within a month of the proposals specified in subsection (1) being laid before Parliament, the Secretary of State must make time available in both Houses of Parliament for a substantive debate on the proposals.”
This new clause would require the Secretary of State to publish proposals for a ban on new floating bus stops and shared bus boarders within six months of the Act receiving Royal Assent, and to provide time in both Houses of Parliament for a substantive debate on the proposals.
New clause 13—Duty to commission a safety and accessibility review of floating bus stops—
“(1) Within a year of this Act receiving Royal Assent, the Secretary of State must commission an independent safety and accessibility review of floating bus stops and shared-use bus boarders, which route cycle tracks through and on the pavement, in England.
(2) The review specified in subsection (1) must be undertaken in collaboration with groups representing disabled people in England.”
This new clause would require the Secretary of State to commission an independent review of the safety and accessibility of floating bus stops and shared bus boarders, and for the independent review to be undertaken in collaboration with groups representing disabled people in England.
New clause 40—Assessment to retrofit floating bus stops—
“(1) Within six months of the passing of this Act, the Secretary of State must conduct and publish an assessment of all existing floating bus stops for the purposes of—
(a) determining the safety of the bus stops and their compliance with relevant safety and accessibility guidance;
(b) identifying any retrofits necessary to ensure that floating bus stops are fully accessible and designed inclusively.
(2) An assessment under subsection (1) must include a statement of the Secretary of State’s intentions to retrofit existing floating bus stops in accordance with the findings of the assessment and relevant safety and accessibility standards.
(3) Any assessment or retrofit programme under this section must have regard to the need for floating bus stops to allow room for passengers to board and alight directly between the bus and the pavement safely, without accessing a cycle lane.”
This new clause would require the Secretary of State to conduct a review of all existing floating bus stops and their level of safety, and to state the Government’s plans to implement necessary retrofits to ensure they are fully accessible and safe.
New clause 47—Prohibition on new floating bus stops and proposals to retrofit existing stops—
“(1) No local authority may construct any new floating bus stops after the day on which this Act is passed.
(2) The Secretary of State must, within six months of the passing of this Act, review all existing floating bus stops to identify changes that need to be made to adapt such stops in line with fully accessible, inclusive-by-design principles.
(3) Following the review, the Secretary of State must lay before Parliament a statement which outlines—
(a) the changes which will need to be made to existing floating bus stops;
(b) the steps the Secretary of State will take to make the required changes; and
(c) the guidance which will be provided to local authorities on how to retrofit existing floating bus stops.”
Jerome Mayhew
It is a great shame that the hon. Member for Battersea (Marsha De Cordova), who tabled amendment 40, is not here to move it herself. This amendment would change one word for another in subsection (1) of clause 30, which is about safety and accessibility of stopping places. This subsection says:
“The Secretary of State may give guidance about stopping places for local services, and facilities in the vicinity of such stopping places, for the purposes of”
and then there is a whole list. Amendment 40 proposes to swap the word “may” for “must” to make that a mandatory requirement.
I will now talk about clause 30 in its entirety, putting amendment 40 in context, because this is a very live issue. Many people are concerned about the current state of stopping places and the urgent necessity to take effective action to remedy what has become an increasingly dangerous situation. Clause 30 will create a new power for the Secretary of State to issue statutory guidance concerning
“the location, design, construction and maintenance of stopping places”
used by public service vehicles providing local services, and the facilities in the vicinity of such stopping places.
The guidance will be provided for the purpose of facilitating disabled persons’ travel on local services, enabling them to do so
“independently, and in safety and reasonable comfort”—
that phrase we have become familiar with—and improving the safety of persons using facilities. The guidance may include “location, design,” and importantly,
“construction and maintenance of stopping places and facilities in the vicinity”.
When publishing, revoking or substantially changing such guidance, the Secretary of State will be required to consult the Disabled Persons Transport Advisory Committee. Local traffic authorities, local transport authorities and National Highways, which are responsible for commissioning new and upgrading or maintaining existing bus stations and stops in England, will be required to have regard to the guidance when commissioning such activity, as set out in subsection (6).
While I welcome the overall aim of the clause—to make travelling on bus networks more accessible, comfortable and inclusive for disabled people—I have significant concerns, and I am not alone. That can be seen by the huge number, relatively speaking, of amendments and new clauses suggested in relation to clause 30.
The clause states that the Secretary of State will be required to consult the Disabled Persons Transport Advisory Committee, but there is a risk that one group of people with experience is being chosen to advise the Government, and the wider disabled community is not being consulted. Why has the Minister not consulted more widely with persons with disabilities?
Can the Minister confirm that the anticipated guidance has no statutory power of compulsion? The only sanction I can find is in clause 32(3), which states that the Secretary of State may issue a statement of non-compliance. That is it. The question is: if there is a statement of non-compliance, so what? What actual powers do these two clauses, acting together, give the Secretary of State to enforce change?
In that context, we can see that amendment 40, in the name of the hon. Member for Battersea, is important because it makes the Secretary of State’s guidance on stopping places mandatory. It is a very important issue. There is an established need for guidance, given the current controversy. It should not be in the gift of the Secretary of State—he or she should be getting on with it. Why would the Government object to amendment 40?
The Member who tabled amendment 29 is not here, so I will not respond to it. I will speak to amendment 41, again tabled by the hon. Member for Battersea, which deals fairly and squarely with floating bus stops. Over the next couple of hours, we will be rehearsing a lot of the information that the Committee has received about the dangerous difficulties and problems that partially sighted and blind passengers, in particular, have found with accessing floating bus stops when they have to cross over live cycleways.
Josh Newbury (Cannock Chase) (Lab)
I have just looked at how long floating bus stops have been in use in the UK, and I found that they were first installed in London around 2013. That was clearly under the previous Government, some 12 years ago. I also did a quick search of Hansard to see if the hon. Member had mentioned floating bus stops in the House before. Apparently he has not, so can he tell us what he has done previously to address the issue? He has said that he has long-running concerns about it. Why has he not raised the question of floating bus stops in the House before?
Jerome Mayhew
What a clever, clever intervention. Floating bus stops were introduced in 2013 under the coalition Government; I fully accept that. I was first elected in 2019, so I could not have spoken either in favour of or against the adoption of floating bus stops. This is the first occasion on which legislation has come before us in which floating bus stops have been an issue. The hon. Member is quite right that I have not mentioned it before.
While I have entered the private Member’s Bill ballot, I have not been successful. If I had been, would I have introduced a private Member’s Bill solely about floating bus stops? Perhaps not—I stand guilty as charged. However, with the greatest of respect to the hon. Member, while it is always tempting to throw political brickbats around, there are, even in this room today, people who are living with the consequences of floating bus stops. We should be working collaboratively to find a workable solution that helps real people.
Amendment 42, which is also in the name of the hon. Member for Battersea, makes mandatory something that is simply advisory, as the clause is drafted. The amendment would require such guidance to include:
“the location, design, construction and maintenance of stopping places, and information on how persons required to have regard to the guidance are to engage with other persons in relation to stopping places.”
Can the Minister describe a situation in which the Secretary of State would not wish to provide such guidance? I am sure he would accept that there are some very serious problems here that need to be addressed. Given that the Secretary of State will want to do this in any circumstance that either he or I could envisage, why would he object to making the requirement mandatory?
Amendment 65, which was tabled by the hon. Member for Wimbledon, would expand the screen information associated with bus stopping places. The amendment would mean that guidance on the accessibility of stopping places could include—or, if amendment 42 is adopted, must include—guidance relating to the provision of information at the stopping place. Accessibility guidance addresses not just physical infrastructure but information provision, which is equally crucial for enabling disabled people—particularly those with cognitive impairments, who rely on the reassurance of timings, and blind or partially sighted passengers, who require audio information —to travel independently and confidently. Amendment 65 would extend such benefits beyond disabled people to older passengers, tourists and passengers who do not have technology such as smartphones. I support that intention.
As ever, I have concerns about the funding associated with the amendment, because we have to accept that there is a very significant cost to these undoubted improvements. I question whether all local authorities and bus operators have the technical capacity and, most importantly, the funding to install and maintain real-time information displays at every stopping place. I am aware that there is such infrastructure in large metropolitan areas such as London. However, what about rural areas, such as the ones that the hon. Member for North Norfolk and I represent? It is a very different picture there.
Let us not forget that this legislation will apply to every local authority in the country, so some pretty small local transport authorities will be applying whatever comes out of the Bill. Will they have the funds and resources to satisfy the amendment, if it is adopted? I hope that it is adopted, and that the Government say, “This is a very good idea, and we will fund it”, but I am not holding my breath.
Amendment 60, also tabled by the hon. Member for Wimbledon, would beef up clause 30 by replacing the words “have regard to” with
“take reasonable steps to implement.”
The amendment would ensure that the authorities listed in subsection (6) took reasonable steps to ensure that disability guidance issued by the Secretary of State was implemented. Members will be aware that “reasonable steps to ensure” is a legal term of art, so it is not just about making a list; it has a degree of compulsion to it. An LTA could be challenged, through the judicial review process, on whether such reasonable steps had been taken.
Again, it all comes down to money. I agree with the ambition behind amendment 60, but change costs money, and the Government are not providing the support. This provision would leave LTAs open to costly challenges by rights groups. I say that it is costly because to mount a successful defence against an argument that reasonable steps had not been taken, the LTA would have to demonstrate in its response that it had done so, taking into account its financial position, resources and ability to raise funds. We already know that, under the Bill, a debt-raising ability is being applied to both bus companies and local authorities.
Steff Aquarone (North Norfolk) (LD)
The shadow Minister is right to say that legal action is likely to be brought by rights groups, but does he not agree that good, accessible design should not be price-tagged based just on the cost for those who need it? In fact, good, accessible design benefits everyone, and it could be part of the reason why more people use public transport.
Jerome Mayhew
I agree with everything that the hon. Member for North Norfolk said. As I hope I made clear in my opening remarks, this would undoubtedly improve the service provided not just for people with disabilities but for all of us. I will not speak to amendment 43, which was tabled by the hon. Member for Battersea; others may wish to do so.
Amendment 55, tabled by the hon. Member for Wimbledon, would require relevant bodies to support the development of training programmes for relevant staff, which must address the content of disability guidance issued by the Secretary of State. The training would have to be made available to bus operating companies. I support the intention behind the amendment, as guidance alone will not deliver accessible infrastructure unless staff understand and implement it. Training will help to embed best practice among bus staff and improve disabled passengers’ safety and confidence. There is again a “but”, though.
One reason to hesitate is money, but there is also a lack of detail about training providers and the additional financial burdens on local transport authorities. Where will the money come from to conduct the training in franchise bus systems? We have already seen how costly franchising alone can become, with the Bee Network. I would love to have another crack at those numbers and get the Minister finally to admit that he is wrong and I am right, but I will not, as I have tried it three or four times already. The amendment would add even more financial burden on local transport authorities, with a lack of detail about funding.
Clause after clause, we are seeing, first, how expensive the proposed changes are, and secondly, how financially risky they are. Those are two different things. Something can be expensive but the risk is adopted by another organisation, or it can be expensive and the risk lies with the taxpayer. The Bill as a whole, and these clauses in particular, create more financial risk for the taxpayer, particularly in local transport authorities, and a more expensive process, because all these good things are expensive. We want to achieve all of them, but we are not seeing Government money following their ambition.
Joe Robertson (Isle of Wight East) (Con)
I am grateful to the shadow Minister for highlighting the cost risk for local authorities. He referred to the greater risk for small local authorities, of which my own Isle of Wight council is a very good example. It is dwarfed by other transport authorities, and on cost risk alone would be unable to make use of the so-called freedoms in the Bill.
Jerome Mayhew
My hon. Friend is quite right, but in partial defence of the Government’s position, they are not requiring a change; they are facilitating a change should a local authority choose to go down the franchising route. None the less, concerns remain, and my hon. Friend is quite right to highlight them. Many local authorities will wish to pull the levers of state, and this looks like a shiny new lever. They are being led by the charismatic mayoral combined authorities—well, charismatic to some; I couldn’t possibly comment. Transport for Greater Manchester is now being followed by Liverpool and Transport for West Midlands. Those are the trailblazers. They are all going for what we have described as full-fat franchising.
I am concerned that for many local authorities, being seduced by this new opportunity, as they might see it, will be a terrible mistake, and they will come an absolute cropper. Think of the cost of running a franchise service: even if a local authority has not created a municipal bus company and is just contracting out the franchise services, the commercial risk stays with the local authority. That could easily bankrupt a local authority of the size of the Isle of Wight. It is a very significant concern, and my hon. Friend is right to raise it.
Amendment 30 was tabled by the hon. Member for Brighton Pavilion, who is not in her place. The amendment would, in clause 30, after “place” insert
“from the surrounding area and from the nearest stopping place in the opposite direction on any route”.
When we consider the usability of a bus stop, whether it is a floating bus stop or a shared use bus stop boarder, we should have it in mind that that the vast majority of people who take a but journey will want to come back in the opposite direction. The interrelationship between the bus stop on one side of the road and the bus stop on the other is important. The amendment highlights that and includes it in the Bill.
Joe Robertson
Does the shadow Minister agree that it is slightly ridiculous to expect cyclists to be able to recognise that somebody disabled is seeking to cross a cycle lane? That seems to assume that people with disabilities are instantly recognisable, which is a very old-fashioned view of disability. It is plainly ridiculous to expect cyclists to make such a recognition. It is bad for them as well as being plainly bad for people with disabilities.
Jerome Mayhew
I am grateful for that intervention; my hon. Friend is right. I do not want to demonise cyclists. Cyclists are not out there actively trying to mow down pedestrians seeking to cross at floating bus stops; they are doing their best in the vast majority of cases, but we have created, with the best of intentions, a conflict between foot passengers and cyclists. I would submit that we have the balance of convenience wrong, and we should be brave and bold enough to admit where we have made a mistake and should take effective steps to improve the situation.
Floating bus stops are inherently inaccessible and dangerous. They compromise the safety of people with visual impairments, who potentially cannot see or hear cyclists. They confuse wheelchair users and those with mobility impairments, who are put off using public transport. New clause 12 would strengthen democratic oversight by requiring proposals to be laid before both Houses of Parliament.
New clause 13 was also tabled by the hon. Member for Battersea; in her absence I shall set out what it does. The new clause would require the Secretary of State to commission an independent review of the safety and accessibility of floating bus stops and shared use bus boarders to be undertaken in collaboration with groups representing disabled people in England. I made clear in my earlier remarks the dangers caused by floating bus stops to the safety of disabled, partially sighted, blind and elderly people, and I support the new clause, as it would add further checks and balances to clause 31 and strengthen the Government’s stance on the issue.
The requirement on the Secretary of State to commission an independent safety and accessibility review and to undertake that review in collaboration with groups representing disabled people would not only help to ensure that the Government’s response to floating bus stops was evidence-based and centred specifically on safety concerns and the lived experience of people trying to use such bus stops, but accommodate consulting the wider disabled community, not just the Disabled Persons Transport Advisory Committee.
New clause 40 was tabled by the hon. Member for Wimbledon and he will be delighted to hear that he has my support. I will leave it to him to rehearse all the details of the drafting, if he wishes to; suffice it to say that that the new clause would require the Secretary of State to conduct a review of all existing floating bus stops—not future ones, but the ones that are already there—and their level of safety, and to state the Government’s plans to implement necessary retrofits to ensure that they are fully accessible and safe. I welcome any amendments that add checks and balances to the Bill to help to ensure the safety of passengers and nullify the safety issues with floating bus stops. My new clause 47 accommodates the aims of new clause 40(2), but goes one step further by prohibiting any new floating bus stops after the day on which the Bill becomes an Act. I fully support the Liberal Democrat new clause.
Members will be delighted to hear that my new clause 47 is the last clause in this group, so I will sit down in a moment. Were the new clause to be adopted, it would do three important things. Subsection (1) would establish an immediate prohibition on the construction of new floating bus stops by local authorities—so we would stop digging. That is the first thing: we would stop making new floating bus stops. Subsection (2) would compel the Secretary of State to review existing infra-structure to assess compliance with accessibility and inclusive design principles—that is, to see what we have and to analyse it to see whether it is accessible. Subsection (3) would require a clear and public statement to Parliament setting out what changes would be made, what steps the Secretary of State would take to ensure that they were delivered, and what guidance would be issued to local authorities to support that work.
The new clause is designed to be a pragmatic response to persistent and credible concerns raised by the disabled community, charities representing blind people and elderly bus passengers who have to struggle with the safety challenges that persist with these bus stop designs.
Mr Kohler
Is there not a contradiction? Subsection (2) seems to suggest that there are ways of designing out the problem, whereas subsection (1) bans all new floating bus stops. If subsection (1) were offering a moratorium until the design issues had been addressed, we could support it, but subsections (1) and (2) do not sit well with each other.
Jerome Mayhew
Given my criticisms of the hon. Gentleman’s drafting of previous amendments, I am sure he is delighted to raise this drafting concern. I respectfully disagree with him, as new clause 47 takes a sequential approach to stop the problem getting worse, then to identify the cause of the problem, and then to require the Government to set out how to fix it. I will leave it to the hon. Gentleman and his conscience to decide whether he feels able to support the new clause, should it come to a Division.
New clause 47 strikes the right balance between a pragmatic approach towards existing floating bus stops, a requirement for the Secretary of State to review all floating bus stops to identify the changes that are needed, and a firm but necessary stance against the construction of any further floating bus stops. The principle of inclusive design must be a main priority when we think about bus stops, and my new clause would achieve that. I urge the Committee to think carefully about it, and to see if they can find it in their hearts to support it.
Mr Kohler
There is a lot to cover, but I will not take as long as the shadow Minister. Amendments 40 and 42 are sensible, as making guidance mandatory rather than permissible would keep the right balance. This is clearly an issue for many people, and having clear Government guidance on the accessibility of stopping places would be a positive step. As the shadow Minister said, surely the Minister will want to produce guidance, so making it mandatory would not be an onerous obligation.
The hon. Member for Brighton Pavilion is not here to press amendment 29, but my party supports it and will press it. This positive amendment would ensure that there is guidance on toilet facilities—which are clearly an issue, particularly for people with a disability or medical condition—and on travel information in relation to floating bus stops.
Liberal Democrat amendment 65 would mean that accessibility guidance includes guidance relating to the provision of information at a stopping place, and amendment 60 would ensure that authorities listed in subsection (6) take reasonable steps to ensure that the disability guidance issued by the Secretary of State is implemented. Although the Bill makes provision for the publication of new statutory guidance to improve the accessibility of bus stops, service information provision is not mentioned. Up-to-date route and timetable information, as well as real-time arrival boards, are crucial for all passengers, especially those without access to digital tools. It also improves passengers’ feeling of control and security. In Wimbledon, many signs have been removed and not replaced, which is a real issue for older people and the digitally excluded. For those who do not have access to an iPhone, this sort of information is critical.
Amendment 65 would address that need by ensuring that legislation covers both infrastructure and information provision, including up-to-date route maps, timetables and real-time arrival information at bus stops, ensuring accessibility and safety for all users. It would help to prevent people becoming disoriented or isolated, ensuring that disability does not stand in the way of navigating a local bus route.
Amendment 60 would ensure that disability provisions are properly actioned. “Reasonable steps” is a legal term of art, and the shadow Minister’s criticism does not hold because the costs would be part of deciding whether it is reasonable. Having regard to guidance on disability could see many transport authorities fail to implement anything substantive, but this amendment would require them to take reasonable steps to deliver the guidance—that is, they must be reasonable steps.
Accessibility is not a nice-to-have; equal access for all passengers is essential. If disabled people are unable to travel to their doctor’s appointments, to see their friends or to access work because of poor accessibility, the impact on their lives is intolerable. For accessibility, legislation needs to talk in terms of duties and steps that must be implemented rather than just a consideration that can be done away with. However, as I said, the amendment emphasises reasonable steps, not unreasonable ones.
Rebecca Smith
I am intrigued: does the hon. Member agree that we also have an issue where pedestrian crossings land straight on to cycle routes on busy main roads? Although it is outside the scope of the Bill, would his proposed review also look at that? For example, when a visually impaired person or someone using a wheelchair crosses Vauxhall Bridge Road, which is very busy, they are sent straight into a cycle lane that cuts across it. Does he agree that, in an ideal world, it would be nice to address that too?
Mr Kohler
I completely agree with the hon. Member. With the welcome increase in active travel and the number of cyclists, we need to address the conflicts that arise on the road. If one goes to the continent, it is part of their DNA—cyclists, motorists and pedestrians understand their relationship—but the same is not true in this country.
The new clause proposes a review of existing floating bus stops within six months and would require the Secretary of State to come up with a plan. This is a proportionate, evidence-led and pragmatic path forward that puts safety, accessibility and inclusion at its heart. I have been lobbied by eloquent advocates from Guide Dogs and the RNIB, who are concerned that the review of the existing provision that we are proposing will be biased in favour of floating bus stops, so I make it absolutely clear that we would expect the Secretary of State to include representatives of those organisations along with other charities in that review process.
Moving on to new clause 47, I am aware that some think there is no solution to this problem apart from banning floating bus stops. However, from my conversations with visually impaired colleagues, both in Parliament and beyond, I believe that compromise can be achieved. I counsel the Committee to reach a compromise that does not pit the blind and disabled against cyclists.
Ordered, That the debate be now adjourned.—(Kate Dearden.)