Simon Lightwood
MP for Wakefield and Rothwell · Labour (Co-op) · United Kingdom
“The Bus Services Act empowers local leaders to choose the model that works best in their area. Our reforms are focused on giving local authorities the tools they need to deliver better bus services. The Act also has a measure on socially necessary local services.”
“My hon. Friend is right that transport has a vital role to play in unlocking opportunities for young people, as I know from growing up in a coastal community. Through the Bus Services Act 2025, we are giving local leaders greater power to shape bus services around their local needs, including in coastal and rural communities.”
“I will of course join my hon. Friend in commending the Mayor of London for the work that he is doing to keep the people who power our transport system safe. A well-functioning transport system is integral to growth.”
“The Government are providing local authorities with a record £7.3 billion investment in local road maintenance, giving councils the long-term certainty that they need to fix potholes, repair road defects and adopt a more preventive approach to maintenance. Some of the funding is being used to incentivise best practice and innovation.”
“The hon. Lady and I met in October to discuss the tolls on the Mersey Gateway. As she is aware, these charges are the responsibility of Halton borough council.”
“I share my hon. Friend’s commitment to UK bus manufacturing. I am delighted that through the UK bus manufacturing expert panel, mayoral combined authorities have agreed to a commitment that 10% of social value criteria will apply in all future bus procurement exercises.”
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“I completely agree, and unlike the Conservatives, we actually got it funded. I thank hon. Members for the new clauses and amendments on the provision of socially necessary services. Clause 14 requires areas with enhanced partnership schemes to specify a process that will apply when a local transport authority wants to change or cancel a socially necessary local service. In franchising areas, existing legislation and measures contained in the Bill set out a detailed procedure governing changes to a franchising scheme. That includes changes to services specified in a scheme. Careful consideration has been given to the Bill’s measures, ensuring that there is an appropriate balance between consultation and burdens being placed on local transport authorities. The consultation requirement proposed by new clause 32 would be duplicative.”
“Local factors, including, as she said, whether a station is near a hospital, the availability of third-party funding and the deliverability of the station, are also considered. Additionally, we aim to ensure a fair geographical spread of projects across the country. I would be happy to facilitate a sit-down meeting with the Rail Minister, so that my hon. Friend can discuss the issues in her constituency, and the opportunities for future rounds of Access for All funding.”
“However, we know that this work is not finished; we know that we must go further and that the pace of change is not always fast enough. Earlier this year Network Rail completed feasibility work on 50 stations identified as strong candidates for future Access for All investment. Those stations were chosen carefully, based on criteria that reflect demand, need and opportunity for improvement. My hon. Friend raised the issue of criteria. As she mentioned, stations are nominated by the industry in consultation with local authorities and others, including TFL, to ensure that the funding benefits as many passengers as possible. Stations are then assessed by annual footfall, and weighted by the incidence of disability in the area, using census data.”
“In addition to those major upgrades, we have completed over 1,500 smaller-scale improvements, which include everything from accessible ticket machines and better lighting to handrails and help points. Those might seem like small things, but for someone with limited mobility or visual impairments, they can make all the difference between a journey that is possible and one that previously has not been. Although I am pleased with that progress, it is not just about numbers; it is also about impact. Behind every accessible station there is a person who can now get to work, visit friends and family, attend school or simply enjoy a day out without relying on others or facing barriers that others do not even have to think about.”
“Whether someone is using a wheelchair or has a visual impairment, or is pushing a pram, carrying heavy luggage or recovering from injury, their needs matter. That is why the Access for All programme is such a vital part of our strategy for improving accessibility. Since its launch in 2006, that programme has made tangible improvements to accessibility at stations across the country, and I am pleased to report that progress continues. To date, we have delivered step-free access at over 260 stations across Great Britain. That means properly installed lifts, ramps, tactile paving, improved signage and wayfinding changes that make a real difference to the everyday lives of passengers.”
“Thank you, Madam Deputy Speaker—I have made a note of that particular station and will be speaking to the Rail Minister about it as a priority, as I am sure Members will understand. I begin by congratulating my hon. Friend the Member for Dulwich and West Norwood (Helen Hayes) on securing the debate. She is right to raise the important topic of accessibility at stations in her constituency. I assure her and all Members of this House that the Government understand the enormous emotional, social and economic benefits that accessible transport delivers not just for the 16 million disabled people in the UK, but for families, communities and our economy as a whole. A railway that works for everyone is not a luxury, but a necessity.”
“I want to make it clear that that is not acceptable. That is why the Department for Transport will continue to seek every opportunity—through targeted investment, improved infrastructure, policy reform, and partnership with industry and communities—to improve access across the network. Whether it is through the Access for All programme, major station redevelopments or ongoing commitments to accessibility compliance, we will not stop pushing for railways that are fully inclusive.”
“We are determined, working together with stakeholders, to change that. We want to empower disabled people to travel easily, confidently and with dignity for their entire journey. A truly accessible transport system cannot rely on a single mode being accessible; it must be focused on the entire journey. That is why later this year we will be setting out our plans to improve accessible travel across all modes, as part of our integrated national transport strategy. Although we have made progress, we know that for too many people travel on our public transport system and our railways is still not as easy or reliable as it should be. A broken lift, an unexpected platform change or a lack of staff support can turn what should be a straightforward journey into an ordeal. For some, the barriers remain so great that they do not even try.”
“That does not stop at stations, of course; it includes improvements to rolling stock, including audio and visual announcements, priority seating, wheelchair spaces and on-board assistance. It also includes training staff to help change cultures and to provide appropriate support to disabled passengers, and not just in terms of procedures but also with empathy, understanding and respect. I would like to touch on the Government’s wider commitment to deliver an accessibility charter, recognising the importance of consistency across all modes of transport. The charter will bring together in one place the guiding principles that underpin the rights and responsibilities of disabled passengers, regulators, enforcement bodies and operators. Research suggests that disabled people are less confident travelling across modes than non-disabled people.”
“Infrastructure managers, station operators and service providers are legally required to ensure that those facilities comply with accessibility requirements, as laid out in the relevant legislation and guidance. Where those obligations are not met, enforcement action can be taken by the Office of Rail and Road, the independent regulator. That approach is absolutely right, because although progress is encouraging, it must be sustained and consistent. Accessibility standards across the rail network cannot depend on geography or luck. Whether someone lives in a city centre or a rural town, and whether their station is a major interchange or a small local stop, the right to access the railway should be universal.”
“I particularly enjoy offering meetings to my colleagues, and I am sure that the Rail Minister will have heard that request. We will soon be announcing which of those 50 stations will move into the next design phase. That is a sign of our ongoing commitment to make the railway more accessible, more inclusive and more modern. Accessibility is, rightly, a “golden thread” embedded in everything the Department does, and that extends to how we design, build and maintain our railways. Every time we install, renew or upgrade station infrastructure, whether that is a new platform, a concourse, a footbridge or a ticketing system, those works must meet modern accessibility standards.”
“Perhaps I could come back to my right hon. Friend on that—I will consult the Rail Minister and ensure that I get her an accurate answer. Our vision is clear: a railway that works for everyone; a railway where no one is left waiting on the platform; a railway where opportunity, independence and mobility are not privileges, but rights. Question put and agreed to.”
“Further funding of more than £6 million has been granted for active travel schemes for Cheshire West and Chester and for Cheshire East, for a total of 13 schemes. I am also delighted that on 8 July the Department confirmed that it will provide £48 million of funding towards Cheshire East council’s important Middlewich eastern bypass scheme, which is intended to help tackle congestion and safety concerns in the town centre. To conclude, this Government are dedicated to supporting local highway authorities to improve and maintain roads for all users, and we will continue to prove our dedication through funding, transparency and support for local highway authorities. Question put and agreed to.”
“Member should already be aware of the results of the spending review, where it was announced that the Government will provide £24 billion in capital funding between 2026-27 and 2029-30 to maintain and improve motorways and local roads across the country. That funding will allow National Highways and local authorities to invest in significantly improving the long-term condition of England’s road network, delivering faster, safer and more reliable journeys. We will announce allocations for individual authorities in due course. The capital funding for highways also included a £1 billion investment to enhance the road network and create a new structures fund, which will inject cash into repairing roads and rundown bridges, decaying flyovers and worn-out tunnels across the country.”
“Everyone in England should now have access to these reports by logging on to their council’s website. I was reliably informed that Cheshire East council has an interactive map, and I am sure that the hon. Member, as soon as she leaves the Chamber, will be heading straight to a computer to take a look at that. Everyone will be able to log on to their local council’s website to understand more about what their local highway authority is doing to improve their roads and to see at first hand the difference that this Government’s funding is making. Crucially, it will also help people to challenge their local authority if it is not delivering. However, our funding for local roads does not stop there. The hon.”
“All 154 highway authorities were required by 30 June to publish clear information about the condition of their networks and their plans for how they will use the additional funding. I am pleased to confirm that both Cheshire highway authorities have returned their reports. The hon. Member’s constituents will be able to see that last year in Cheshire East, for example, the council estimated that the number of potholes they filled increased by nearly 50% compared with the year before. In Cheshire West and Chester, the council is committed—the hon. Member talked about the issues with continuous patching-up—to delivering 12 major resurfacing schemes during this financial year, including on the A559 Chester Way in Northwich and the B5153 in Kingsley.”
“Member’s area, Cheshire East council will receive up to an additional £5.54 million of highways maintenance funding this year on top of around £15.5 million in baseline funding, while Cheshire West and Chester council will receive an additional £4 million of highways maintenance funding this year on top of around £11.4 million in baseline funding. The Government are determined to transform the condition of the country’s highways. The hon. Member will also note that 25% of this year’s funding uplift is contingent on each local highway authority meeting the requirements announced by the Secretary of State in March this year. We are making sure that road users, such as the people of Cheshire, have full transparency from local authorities over how this investment will be spent in transforming their roads.”
“This Government are up to that challenge, and are determined to improve conditions for all road users. We are already putting our money where our mouth is by providing £500 million of extra funding for highway maintenance this year, taking overall spending through the highways maintenance block to nearly £1.6 billion this year. That is the largest ever amount of funding for local highway maintenance in England in one year, and means a huge increase in funding for nearly every local highways authority in England, including in Cheshire. In the hon.”
“I congratulate the hon. Member for Chester South and Eddisbury (Aphra Brandreth) on securing this debate on the condition of roads in Cheshire, and on her admirable efforts to highlight her constituents’ concerns. I also thank all hon. Members who have contributed to this debate. Like everyone else in the Chamber, I appreciate that this country is suffering from a plague of potholes and poor road conditions. Not only are those a costly nuisance to drivers, but they are a great risk to all road users, including cyclists and motorcyclists, who are more vulnerable. The public are the ones facing the repercussions of our poor roads and the maintenance backlog that has built up everywhere over the past decade, and I believe we are all in complete agreement that this must stop.”
“Member for Harrogate and Knaresborough pre-empted me saying the following: Department statistics report that 77% of travel concession authorities offer extensions to the beginning of the statutory time period, allowing passholders to travel before 9.30 am on weekdays. Local authorities can also offer companion passes to disabled passengers as a discretionary enhancement—a power we have seen taken up by two thirds, or 66%, of authorities, from Durham to Devon. Indeed, York and North Yorkshire combined authority goes above and beyond the ENCTS on times and companion passes.”
“I am committed to working with the sector to drive forward these much-needed improvements. Regarding the specific concerns raised about concessionary bus travel, let me first remind Members of the statutory obligations of the ENCTS. The scheme provides free bus travel to those with eligible disabilities and those of state pension age—currently 66—between 9.30 am and 11 pm on weekdays and all day on weekends and bank holidays. However, local authorities in England have the power to offer concessions in addition to their statutory obligations—for example, by extending the times of use. The hon.”
“I congratulate the hon. Member for Harrogate and Knaresborough (Tom Gordon) on securing the debate and providing the opportunity to discuss disabled bus passes, and I thank other Members for their contributions. I appreciate the concerns that the hon. Member for Harrogate and Knaresborough has raised. The Government know the value of the English national concessionary travel scheme, or ENCTS. We want everyone to have straightforward access to high-quality public transport and are committed to improving services so that they are more inclusive and enable disabled people to travel safely, confidently and with dignity. I know, however, that disabled people continue to face unacceptable barriers in their everyday use of public transport, and we are determined to address them.”
“2) Bill, which we introduced in December, puts the power over local bus services back in the hands of local leaders right across England and is intended to ensure bus services reflect the needs of the communities that rely on them.”
“As we are all aware, we face a particularly difficult fiscal climate and fiscal inheritance. The ENCTS is vital in supporting local bus travel, assisting with access to essential local services and helping those who use it to stay active and avoid isolation, and we must ensure that it remains financially sustainable. The ENCTS costs around £700 million annually, and any changes to the statutory obligations would therefore need to be carefully considered in terms of the impact on financial sustainability. More widely, this Government are committed to improving bus services across the country. The Bus Services (No.”
“I thank the right hon. Member for his extensive intervention. Every single local transport authority in the country has the ability to go above and beyond the ENCTS. In fact, every single local transport authority under this Government has received funding to support buses. Unlike the previous Government, who offered a “Hunger Games”-style competition, we have done it by a fair formula. The Department conducted a review of the ENCTS, in which many of the important issues discussed today concerning scheme eligibility and travel times were considered. I will not prejudge the outcome of the review, but I want to reassure Members that accessibility and affordability remain central in our commitment to improve bus services for those who rely on them most.”
“We will develop bus stop guidance collaboratively with organisations that represent disabled people, and local authorities will be required to consult disabled people and organisations representing them when making significant changes to their bus networks. In addition, the Government have committed to publishing an integrated national transport strategy this year, which will set the long-term vision for transport in England. A key part of the strategy will be to create the conditions for a transport system that works together to deliver for its users and that makes it easy for people to get around. Everyone should be able to access real-time information, and simplified, integrated ticketing, and we have been exploring those themes as part of our policy development.”
“I recognise what the hon. Member is saying, and I will go on to outline some of the other areas where the Government are helping. Improving accessibility is central to our mission. The Bill will help us to deliver safer, more reliable and more accessible networks. It includes specific measures to make bus travel more accessible and inclusive, including through more consistent approaches to the inclusive design of bus stations and stops. The Bill will also require local authorities to produce a bus network accessibility plan, assessing the existing accessibility of bus networks in their areas, and identifying actions that they will take to improve them further. The voice of disabled people will be at the heart of these reforms.”
“Under the previous Government, up to 50 stations were funded, with feasibility studies under the Access for All programme. I do not know whether the hon. Member’s station is part of that, but I am happy to take up that subject outside the Chamber. We also know that these plans will be backed up with funding. That is why the Budget allocated more than £1 billion to local bus services for 2025-26, including £12.5 million for York and North Yorkshire combined authority. Funding allocated to local authorities to improve bus services can be used to fund discretionary enhancements to the ENCTS, and we have reaffirmed our commitment through the funding allocated as part of the spending review.”
“I will not give way again to the hon. Lady. Every single local transport authority in the country has the ability to go above and beyond the ENCTS statutory obligations. Every single local transport authority has been given money to improve bus services, and that can be used to top-up the statutory provisions. I reiterate that the Department has conducted a review of the ENCTS, and many of the issues raised today are included in that review. I will not prejudge the outcome, but I say to hon. Members once again that accessibility is central to it.”
“Members that this Government are committed to working with local leaders and bus operators to help deliver better, more reliable and affordable bus services for passengers. Question put and agreed to.”
“As I mentioned earlier, under the bus services Bill, local authorities will be tasked with producing a bus network accessibility plan—assessing bus networks in their area and identifying actions that they will need to take to improve access. Through the bus grant, local transport authorities can put in place mitigations to improve the accessibility, frequency and reliability of buses in their area. I thank hon. Members for their contributions, particularly the hon. Member for Harrogate and Knaresborough for taking the time to raise this matter. I am sure we will have many more conversations about this and I applaud his persistence on the issue. I hope this response assures hon.”
“Member for Broadland and Fakenham has similarities to new clauses 12 and 40. Beyond the points that I have made about practicality and necessity, the new clause raises various practical issues. For one, local authorities with works under way would be unable to complete them. Unfinished works on pavements and roads may put pedestrians at risk, and unfulfilled contracts may impose costs on local authorities. In addition, the term “inclusive-by-design”, which is used in the new clause, is not a legally recognised term. It is unclear what design principles would apply to that requirement, which may create confusion for local authorities. I therefore ask the hon. Gentleman not to press the new clause.”
“That is precisely why Active Travel England is doing this work—so that we can identify a design standard in order to ensure that our transport systems are accessible for everybody. The new clause would also, in effect, ban floating bus stops by requiring all buses to pull into the kerb, regardless of local cycling needs. That would not be appropriate, because we must continue to ensure that cyclists are also able to travel safely. I have spoken at length about the action that my Department is taking, the research of Active Travel England, and the funding available to support local authorities. The Committee will be pleased to hear that I will not repeat those points, but for those reasons I ask hon. Members not to press the new clause to a Division. New clause 47 tabled by the hon.”
“(2) But the regulations may not provide for that section to apply in relation to— (a) a service for the carriage of passengers by road at separate fares— (i) that is provided in fulfilment of a duty imposed on the Welsh Ministers by an Act of Senedd Cymru, or (ii) to the extent that it is provided in Wales under a permit granted by the Welsh Ministers under an Act of Senedd Cymru, or (b) a service that is provided under arrangements made by a body to which the duty in section 15(1) of the Learner Travel (Wales) Measure 2008 applies (duty of local authorities and governing bodies to have regard to guidance given by Welsh Ministers).” This amendment provides for the duty to check the criminal record certificates of drivers of school bus services which have stops in Wales not to apply until switched on by regulations, and excludes that duty entirely for services for which the Welsh Ministers, Welsh local authorities or governing bodies of schools in Wales are responsible.”
“I beg to move amendment 76, in clause 33, page 35, line 33, at end insert— “29AA Application of section 29A duty: services in Wales (1) Section 29A (duty to check barring information) applies in relation to a school service that takes up or sets down passengers at one or more points in Wales only if regulations made by the Secretary of State so provide.”
“Clause 33 aims to close that loophole so that contracted school services are not being held to a higher standard than commercial school services, and that children are safe on all closed school bus services, regardless of whether they are contracted or commercial. By requiring operators to carry out checks of the children’s barred list, the operator will know whether the driver is barred from working with children. The clause will mean that in addition to the driver committing an offence by driving children while being barred, the operator will also commit an offence if they permit the driver to drive on their service. Currently, operators are not mandated to carry out checks on their drivers and so can rely on their having no knowledge that the driver is barred as a defence. The clause changes that.”
“Under current legislation, when a public service vehicle operator is contracted by a school or local authority to provide closed school bus services, there is statutory guidance that advises local authorities and schools to ensure that a safeguarding check has been carried out at an appropriate level for each driver. For these drivers, it is expected that each one will have an enhanced criminal record certificate, which includes a check on whether the driver is on the children’s barred list. However, the Government have been made aware that other closed school bus services are currently operating independently, not contracted or operated by schools or local authorities. In these cases, there is no explicit requirement for drivers to have an enhanced criminal record certificate, including a children’s barred list check.”
“Ultimately, even though the amendment removes Wales from the Bill, we are clear that drivers of all closed school services will require a criminal record check. Clause 33 seeks to mandate bus operators to carry out enhanced criminal record certificate and children’s barred list checks for drivers of closed school services, or to check the update information in relation to a previous enhanced criminal record certificate every three years, where the driver undertakes such services frequently or on more than three days over a 30-day period. When I refer to a “closed school service”, this is a service that is not open to the public. It is not a public service that stops at or near a school; it is used solely to transport schoolchildren to school and home again.”
“The Welsh Government have agreed that services operating under a local bus service contract or permit, which will be established through the Bus Services (Wales) Bill, will require operators to ensure that the appropriate criminal record checks are done for qualifying drivers of school services. They have also agreed that local authorities and governing bodies of schools in Wales must have regard to the Wales learner travel guidance under section 15(1) of the Learner Travel (Wales) Measure 2008, which can include guidance about criminal record checking. The Welsh Government have advised that they will update the guidance so that drivers of services provided by those bodies will be subject to the same checks required by clause 33.”
“The drafting of the amendment looks complex, but its outcome is quite simple. It removes Welsh services where it is considered that the Welsh Government can achieve a similar outcome to clause 33. The clause closes a loophole whereby some drivers of school services are not required to have a criminal record check, including checking the children’s barred list. Although this matter is reserved, the Welsh Government have agreed to implement measures through the Welsh Government’s Bus Services (Wales) Bill currently going through the Senedd that will lead to a similar outcome.”
“I will write to the hon. Gentleman to give him some further details about those points, if that will suffice. Amendment 76 agreed to. Clause 33, as amended, ordered to stand part of the Bill. Clause 34 Training about crime and anti-social behaviour”
“It would require public service vehicle operators to consult trade unions before preparing training for bus drivers and staff who deal with the travelling public, or issues relating to them, on how to identify, respond appropriately to and, where safe, prevent criminal and antisocial behaviour. Specifically, it would mandate that trade unions be consulted on the proposed content and implementation of the training.”
“For the benefit of the Committee, I confirm that staff will not be expected to put themselves at risk or in danger at any stage. Training on crime and antisocial behaviour will help staff to understand ways in which to de-escalate and defuse situations that occur on the bus network. That is a key part of the Government’s vision for making buses safer and more inclusive for all passengers—and, in the case of this clause, particularly for women and girls. I hope the hon. Member is satisfied and will therefore not press his amendment. Amendment 73 was tabled by my hon. Friends the Members for Middlesbrough and Thornaby East, for Clapham and Brixton Hill (Bell Ribeiro-Addy) and for Easington (Grahame Morris).”
“When determining how drivers and other staff should respond to such incidents, a key consideration will be how to ensure that the personal safety of the employee or employees is not put at risk. I hope I have provided enough assurance for the hon. Member for North Norfolk to feel able to withdraw amendment 61. Amendment 52, tabled by the hon. Member for Broadland and Fakenham, seeks to ensure that guidance issued under the powers in clause 34 does not lead to staff placing themselves in danger at any stage. The Government listened to concerns raised in the other place, including from the hon. Member’s party. We tabled an amendment to clarify that staff will be trained to prevent incidents only where it is “safe to do so”.”
“Through that guidance, bus operators will be made aware of the breadth of different types of violence against women and girls, and how to train their staff to identify, respond to, and, where it is safe to do so, prevent incidents of such behaviours occurring on the bus network. To answer the question from the hon. Member for Broadland and Fakenham, guidance on training requirements will be developed in consultation with stakeholders, drawing on existing good practice. The ambition is to empower drivers and other staff to recognise and be able to respond to acts of antisocial behaviour and violence against women and girls, which may involve passengers, themselves or their colleagues.”
“I thank the hon. Members for Wimbledon, for North Norfolk, for South Devon and for Didcot and Wantage for tabling amendment 61, which seeks to include domestic abuse, as defined in the Domestic Abuse Act 2021, as part of the mandatory training for bus staff on crime and antisocial behaviour. I am glad to confirm to hon. Friends and members of the Committee that clause 34 already captures domestic abuse. That is because domestic abuse is a criminal offence, and the clause outlines that training must cover “criminal offences that would cause a victim or potential victim of the offence to fear for their personal safety”. Furthermore, under the powers in the clause, the Secretary of State will be able to issue guidance that will cover behaviours associated with violence against women and girls.”
“In the spirit of the Government’s objective to reduce violence against women and girls, I think it would be sensible to make reference to that within the guidance.”
“Member for Broadland and Fakenham mentioned the impact of training requirements on small and medium-sized operators. Our proposals do not prescribe how the training must be undertaken. That is for bus operators to decide, and we expect disability-related training to be undertaken as part of established learning and development programmes.”
“Amendment 22 is a minor technical change to ensure that consistent language is used in the 2013 regulations. Clause 36 works with clause 35 to ensure that staff are sufficiently trained to uphold disabled passengers’ rights. To that end, the clause allows the Secretary of State to set expectations for operator record keeping and data publication on completed disability training and enables the traffic commissioner to apply appropriate sanctions if legal requirements are not met. The traffic commissioners are operationally independent, and it would be for them to determine how best to prioritise the use of enforcement powers given to them. My Department has consulted the traffic commissioners throughout the development of the Bill. The hon.”
“Amendment 20 will ensure that a traffic commissioner is responsible for taking action against a terminal managing body. For the benefit of Committee members, terminal managing bodies in the context of this measure are those responsible for terminals identified in regulation 6 of the Rights of Passengers in Bus and Coach Transport (Exemptions and Enforcement) Regulations 2013, namely Victoria coach station and Birmingham coach station. The amendments will be relevant to breaches of the training and publication requirements in clauses 35 and 36. Amendment 20 ensures that the enforcement powers in those clauses align with traffic commissioners’ powers to enforce the training and publication requirements in clause 34. Amendment 21 is consequential on amendment 20.”