Community Transport Services: Minibus Drivers

Debate between Tessa Munt and Freddie van Mierlo

Tuesday 3rd November 2026 Commons Chamber

[Freddie van Mierlo]

I thank my hon. Friend for her very sensible intervention. My own local authority in Oxfordshire also heavily supports community transport organisations. I am sure that her proposals were heard by the Minister.

Over the next five years, more than 3 million D1 licences are likely to be lost as drivers reach 70—equivalent to one in five of all D1 licences. We are therefore facing a ticking time bomb as qualified drivers age out at the top and are not replenished enough from below.

Without decisive action from the Government, there will be serious concerns for the future viability of community transport.

[Tessa Munt (Wells and Mendip Hills) (LD)]

I am a massive supporter of Mendip Community Transport. In fact, my village has a community transport minibus, which is an absolutely essential lifeline, particularly in such a rural area where we have no buses. What does my hon. Friend think about the fact that if someone wants to undertake a minibus driving test in my area, they must travel some long distance and the test can cost up to £2,000, which seems extraordinarily expensive?

[Freddie van Mierlo]

I thank my hon. Friend for that addition to the debate. I was aware of the costs, which I will come on to, but I had not been made aware previously of the distance that some drivers may need to travel to carry out a test. That would be an additional barrier to enabling volunteers to do what they love doing most.

Madam Deputy Speaker, you might reasonably ask, “Why don’t people just take the test?” A test is a perfectly reasonable thing to ask someone driving 7.5 tonnes of fast-moving metal to pass—we accept that; no one is disputing it—but it is how difficult and how costly that test is that matters. How proportionate is the test to the social benefits of community transport? How easy are we making it for people who want to do good in their community, giving up their time for others, to do so? If we make it too difficult, they will just say, “What’s the point?” and move on to something else. At the moment, drivers must pass an additional theory test, a practical test and a medical assessment, all to the tune of up to £2,000.

Setting a cost of up to £2,000 might make sense in terms of passing on the administrative costs of the testing regime to the customer. I can see how we might have got to that point rationally. The Minister may be able to confirm whether a profit is made on the testing regime; if that is the case, I ask him to look into that. I argue that the social and economic benefit of having more minibus drivers able to run local community services should be taken into account.

[Freddie van Mierlo]

I thank the hon. Gentleman for his intervention, which highlights just how widespread the issue is and how keenly it is felt in all corners of the country.

Rural constituencies like mine rely on volunteer transport to plug the gap between private motor vehicle usage and commercial for-profit bus companies. Many rural routes are not profit making and have no hope of being so. The alternative is clear: if we let community transport die a slow death, we will see more social isolation, with all the health and social care costs associated with that. We will also see councils come under pressure to step in with taxpayer-funded schemes and subsidies. At a time when the Government have cut my local authority’s funding, it is hard to see how that can happen. Why should it when we have a pool of people willing to volunteer? For the volunteers, it is rewarding work that gives meaning to people’s lives, providing an opportunity to give back and be part of something really special.

I put on the record my sincere gratitude for all the hard work that volunteers put in every day and the contribution they make. Two of those wonderful volunteers are John Pearman, the FISH transport co-ordinator, and David Whitehead, the chair of FISH volunteer centre. They do excellent work to co-ordinate half a dozen drivers and look out for opportunities to recruit new volunteers.

John told me how he found three potential new drivers, but once they had understood the costs and time needed to update their licence to D1 status, all withdrew their interest, even with the offer from Sonning Common health centre for free medical testing for volunteer minibus drivers. David and John therefore completely rely on the 47 to 69 age band, with the band becoming ever narrower each year.

When thinking about how to move forwards, the Government do not have to start from scratch. The 2022 call for evidence on driving licensing took views on the minibus licensing regime from over 2,000 respondents. Although most respondents supported a change in current licensing arrangements, no substantial actions have since been taken to improve the status.

The Government have pointed concerned parties towards exemptions that already exist for D1 licences. However, the Community Transport Association notes that those exemptions make no meaningful change in availability of drivers. The exemptions allow those with a standard driving licence issued post 1997 to drive a lighter minibus weighing up to 3.5 tonnes. However, nearly three quarters of all vehicles in the UK’s community transport fleet are minibuses with between 9 and 16 seats, often with weighty accessibility features. Larger vehicles give local charities, community groups and social enterprises the flexibility they need to operate effectively, with more affordable costs.

[Tessa Munt]

I thank my hon. Friend for giving way for a second time. I would like to point out that a number of community minibuses are electric vehicles, and their batteries make them very much heavier, which, along with accessibility equipment such as wheelchair lifts, automatically take their weight way over the 3.5 tonne limit.

[Freddie van Mierlo]

Of course, we want to encourage a shift to more sustainable and greener forms of travel, while still maintaining a good cohort of drivers. I will not take any more interventions because I know we have to move on.

More than one in 10 organisations have changed their service delivery model, often replacing conventional minibuses with cars or lightweight minibuses, resulting in lower capacity, increased costs and operational complexity. However, drivers of those lighter vehicles are not eligible to be paid, unlike those with the standard D1 licence, adding further to the burden.

So how can we help community transport? The CTA has put forward a proposal. It is not a blanket minibus licence for all drivers—not a return to 1997. Instead, the CTA proposes a targeted intervention to allow drivers to acquire a D1 licence to drive a minibus for non-profit organisations. The licence would draw on minibus learning programmes that already exist and require the driver to complete a training-based upgrade accredited by the Driver and Vehicle Standards Agency, similar to the minibus driver awareness scheme, or MiDAS, which is a national programme of quality-assured education and training for the community transport sector. This approach was supported by respondents to the Government’s 2022 call for evidence. The CTA proposal requires an online theory test, a short practical session, and on-road and medical assessments, but, crucially, with a cost of under £300. The proposal allows the number of drivers to be increased in a safe way, using an established information and learning assessment.

Will the Minister say in his remarks whether he has considered the CTA’s proposals? I caveat that by saying that I am not a road expert and the CTA’s proposals may not be 100% the answer, but surely the Government can come up with a regime that achieves both aims: safe roads and a thriving community transport sector. I look forward to the Minister’s remarks on the points that I have raised.