Steff Aquarone
MP for North Norfolk · Liberal Democrat · United Kingdom
“It is a pleasure to serve under your chairmanship, Sir Alec. I congratulate my right hon. Friend the Member for Orkney and Shetland (Mr Carmichael) on securing this debate. He truly is a champion that coastal communities like mine can rely on to stand up for them.”
“It is also not just lifesaving rescuing that the coastguard carries out. The coastguards I spoke to told me that their role often includes keeping the public safe from unexploded bombs uncovered on our beaches.”
“It is far from huge recompense—about £30 for a call-out of three hours or less—but it helps. It makes it viable for more people, it enables people to give up more of their time to volunteer and it makes the service more resilient. We desperately need people to attend call-outs.”
“What was striking, and I think this has to be at the heart of our consideration, was that one chap said to me, “I’ll be honest with you, Steff, I didn’t even know that we got paid when I first applied”. I heard that again and again, and I have also heard it from right hon. and hon. Members during this debate.”
“I asked the Minister’s boss, the Secretary of State, for answers when she came before the Transport Committee last week, and I was equally not reassured.”
“The MCA has relied on legal opinions for its claim that the court decision means it has no choice but to take this approach. Will he publish those also? The Government say that there will be a transition period to assess the changes. Could they assess the changes before launching into that period?”
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“I support clause 38, which would require the Secretary of State to conduct a review into the provision of bus services to villages in England within two years of the Act being passed. Members will have heard many of my points about the clause in previous speeches, including on amendment 71, which I have pressed to a vote already, but the clause as a whole is not only sensible but essential. I am very pleased that those in the other place added it to the Bill and I hope it will be retained today. In North Norfolk I have more than 100 villages and hamlets. From Alby and Antingham to Wiveton, Wickmere and Worstead, they are all treasured communities but face challenges with rural transport. Too often, rural communities are treated as an afterthought when it comes to public transport planning.”
“It is rare that a non-collision leads to a passenger accident in a car; almost all such non-collision passenger accidents happen on buses. We need a different approach, and that is why we need a specific vision zero ambition in the Bill. That would set the standard for safety and send a message that we will not accept fatalities and injury as inevitable by-products of public transport. I hope the clause remains part of the Bill.”
“I have very little to add to the speech of my constituency neighbour, the hon. Member for Broadland and Fakenham. Any road death involving a bus is one too many; any injury to a bus passenger is one too many. My hon. Friend the Member for Wimbledon shared the London statistics with me: just last year, there were 20 deaths resulting from collisions involving buses: 10 pedestrians, two cyclists and eight passengers. That tragic toll represents a 17% increase in bus-related fatalities on the previous year. Each death is a tragedy—20 families, 20 sets of loved ones and 20 communities who were shaken by those deaths—and we should be taking action to reduce bus-related death and injury. That is why clause 39 must remain part of the Bill.”
“The Prime Minister recently it made clear that abuse of those working in the rail industry is “utterly unacceptable”; he responded to a question on the abuse of rail staff by saying: “The abuse and assaults on staff are utterly unacceptable. We are taking measures to make sure they are safer.” —[ Official Report , 2 July 2025; Vol. 770, c. 281.] I am sure the Prime Minister believes the Government should take measures to ensure that bus staff are kept safe, not just rail staff. For that reason, the Minister should push to maintain clause 40 in the Bill. It is not only the right thing to do; it seems that the PM backs it too. I want to protect those who serve our communities, and ensure that public transport is not only affordable and reliable, but safe.”
“That is the very least the public expect. Furthermore, the inclusion of a duty on a local transport authority to consult with relevant trade unions regarding issues of staff safety arising from the data collected is a good step. It will ensure that the data is used in practice and could lead to increased safety for staff and passengers. It is clear that the clause is about more than data collection; it is about creating a feedback loop between those who operate bus services, those who oversee them and those who work on them. That would ensure that when violence occurs, it is recorded, known, and acted on. That is how we start to build a safer system for staff and passengers—for everyone.”
“I, too, am frustrated that the Government did not see fit to address those concerns by amending the clause. Let us start by being clear: assaults that take place on bus services are not abstract statistics—they are real events affecting real people. Often, drivers and frontline staff are simply doing their jobs and passengers are just trying to get from A to B. We cannot tackle this problem unless we properly understand it. To do that, we need robust, consistent data. Here lies the point: at present, too many of those incidents go unrecorded, or are not handled consistently across different operators and regions. Clause 40 would put a stop to that, creating a clear and consistent duty that, if an operator is contracted to run services, it must record this data and share it with the local authority.”
“Far too often, decisions about fare levels are made without a clear picture of their wider consequences on social inclusion, economic activity, environmental goals and so on. That is short-sighted policymaking that this new clause seeks to correct.”
“Member for Broadland and Fakenham, and I do not necessarily share the same degree of pessimism about the Bill overall, but we share a belief in measuring the impacts of changes to policy. In his case, it is franchising, but in mine it is the impact of the fare cap. This is a simple but important proposal. At its heart, there a basic principle: if we want more people to use buses, we have to understand what is stopping them, and fare levels are a crucial part of that picture. The new clause would ensure that local authorities assess how fare structures influence ridership trends, what changes might improve accessibility, and what role simplified ticketing could play in encouraging more people on to buses.”
“I will briefly touch on new clause 9, tabled by the Green party, and I will also speak to new clause 21. Buses are often the first form of transport that children use by themselves, without the supervision of parents. They are vital for many children to get to school every day, as well as socialising, and they are an important way to build independence and allow access to people and places outside their immediate vicinity. As a result, this review is welcome and a positive amendment that the Liberal Democrats are pleased to support. New clause 21, tabled by me and my hon. Friend the Member for Wimbledon, would place a duty on local transport authorities to conduct regular reviews of the impact of bus fares on passenger patronage within their areas. My constituency neighbour, the hon.”
“If we are serious about boosting ridership, cutting emissions and making public transport fair and accessible, we need to understand the role of fares properly. This new clause would help us to do just that.”
“With successful fare reform in places such as Germany and the Netherlands, affordable and innovative ticketing has increased public transport use. This new clause would bring that learning to a local level. It would empower transport authorities to act and analyse their policy in an informed away, based not on guesswork but on real data, public consultation and a clear understanding of what works. This is not onerous. Most of our local authorities are already gathering some, if not all, of this data. What this new clause would do is provide consistency, as well as clarity, and a stronger evidence base for future fare and ticketing policy. It puts passengers and communities at the heart of decision making, and gives us the tools to reverse the long-term decline in bus use that has plagued far too many parts of the country for too long.”
“I could not possibly talk about the inquiries that the Transport Committee is considering undertaking, but I would say that we all have an active interest in how to account for policy impacts on integrated travel as a whole. It may be that the Minister can attend a hearing in the forthcoming inquiry to speak to the exact point that the hon. Lady has just made. Far too often, decisions about fare levels are made without a clear picture on their wider consequences, as I have said. The evidence is compelling; we know from both national and international experience that lower, simpler fares drive higher patronage. We have seen that with the £2 fare cap still inexplicably being phased out by the Government.”
“It may surprise the Committee to learn that I am going to praise a transport policy of Norfolk county council, which has used its discretion to remove time limitations and allow disabled people to use their bus passes at all hours. I have heard very positive feedback. Therefore, I think the new clause would be a sensible and useful measure. I urge the Government and the Committee to support it.”
“New clause 32 in my name and new clause 10 in the name of the hon. Member for Brighton Pavilion both call for a review into the impact of the current timing restrictions, whereby those eligible for the ENCTS, whether through age or disability, receive free travel only after 9.30 am. I am grateful to my hon. Friend the Member for Harrogate and Knaresborough (Tom Gordon) for tabling new clause 48, and I am happy to speak to it. I wish to press new clauses 48 and 35 to a Division, but I will not press any other remaining Liberal Democrat new clause. New clause 48 would immediately remove the time limit for those with disabilities.”
“Many people who rely on buses are running a household budget without much wiggle room, and an increase of £10 a week, which adds up to hundreds of pounds a year, is not money that some of my poorest or most vulnerable constituents have to spare.”
“I beg to move, That the clause be read a Second time. I will actually press both this new clause and new clause 35 to a vote. When discussing the Bill, there is an elephant in the room: the Government’s decision to raise the national bus fare cap from £2 to £3, which is no less than a bus tax on communities across the country. The original £2 cap was not only popular but effective. It reduced costs to passengers, supported struggling households and, crucially, helped to bring people back to the bus network after years of decline. It was precisely the kind of bold, inclusive transport policy that we need more of, not less. Fares that have been raised by £1 per trip might not sound prohibitive to some, but for those on a low income or families making multiple journeys each week, that represents a significant burden.”
“I imagine that there are many different calculations in different parts of the country; mine is based on casework inquiries. A limited number of fare options are available to people in my constituency, as is the case in many rural areas, and I think that £10 is a reasonable approximation. New clause 19 would ensure that, within 12 months of the passing of the Bill, the Secretary of State must establish a scheme to reintroduce the £2 fare cap. It would restore a measure that was working, that passengers appreciated, and that delivered wide social and economic benefits. I urge Committee members to join me in supporting the new clause, axing the bus tax and putting money back into the pockets of our constituents.”
“Q7. I refer Members to my role as a serving county councillor. July is Good Care Month and Jane Austen told us that the best place for convalescence by the sea is Cromer in my constituency. However, thanks to Norfolk’s Conservative county council, Cromer risks losing its convalescence facility forever. Reablement centres such as Benjamin Court are exactly what the NHS needs, yet the Tories are shutting it down. Will the Prime Minister ensure that the relevant health Minister meets me and concerned local campaigners to discuss what can be done to save Benjamin Court?”
“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.”
“Let us get back to what we are substantially talking about here, which is the cross-border issue. From my perspective—my constituency and that of the shadow Minister share many geographic characteristics—the whole point is that, however it is looked at, bus transport, even in urban areas, does not make a profit. Franchising is a welcome model because it allows the state, which is funding the operations, to contract to the providers who are going to deliver the service most efficiently and effectively. I do not see room for the entrepreneurial business model and profiteering that the shadow Minister refers to.”
“It is a pleasure to serve under your chairship, Dr Allin-Khan. To refer to the general comments made by the shadow Minister, I am totally up for supporting things that put passengers first and are aligned to that purpose. I was regretful that the Committee disagreed to clause 1, on the inclusion of the overall purpose of the Bill, in our previous sitting. The shadow Minister gave a long and wide-ranging speech; I was disappointed that it did not extend to his own personal tactics for rope sabotage, given the provenance of his business background—but perhaps that is for a future hearing. I will leave the Minister to respond to the issues of the words “outweigh” and “persons”, because I feel that it is his Bill to defend, but I do not fear the potential to refuse to the same extent as the shadow Minister.”
“Friend the Member for South Cotswolds (Dr Savage) sent me an example: “We also have an issue of cross-county boundary bus routes. For example it takes maximum 10 minutes to drive from Malmesbury (Wiltshire) to Tetbury (Gloucestershire) but up to 2 hours on the bus as there is a huge diversion to another big town and then on to Tetbury through the small villages”. These measures are about the practicalities of cross-border permits. With more rural areas likely to enter into combined mayoral authority arrangements, that will reduce the need for cross-border permits. Although I am grateful to the shadow Minister, I do not see the equivalence with open access in rail. This is, to me, what validates the franchising model overall, as well as providing for necessary moderation in common-sense, cross-border issues.”
“The shadow Minister makes a valid point, as is always the case, but it takes us into the philosophical domain again. I gently point out that there are other perfectly profitable industries where the cost-plus model is the industry norm, and where it is possible for investors to make a return. Nevertheless, to bring us back down to earth, I want to mention a couple of scenarios. One is from my own experience—in fact, from the shadow Minister’s constituency, which I travelled through growing up, where we had two providers leapfrogging each other from Aylsham to Norwich on commuter journeys. It was literally the same service, but if someone happened to get on the wrong bus, they could not get the same route back on the other operator. That is a fine example of why it would be appropriate to refuse a cross-border permit. Equally, my hon.”
“Member for Broadland and Fakenham and his team for raising the concerns of the industry about the timeframes. However, I wonder whether a compromise could be found on Report that better balances operators’ concerns with democratic accountability. My new clause 36 would make a very simple addition to the assessments for franchising schemes, ensuring that we look into how a new scheme can lead to better integration for different modes of transport. People feel that there is a lack of joined-up thinking between our bus and train networks in many rural areas. Arguably, that is down to the current set-up, with two private companies responsible for services but under no requirement to consult or collaborate on delivering more linked-up services.”
“It would be bad news for democratic accountability if a previous administration’s botch job—or even intentional mismanagement, perish the thought—of a franchising assessment could prevent its newly elected successor for taking action over the entire course of its term. I also have concerns about the impact of local government reorganisation under the current drafting of the new clause. It says that “the same area, or a substantially similar area” could be covered by a whole new authority or administration within the timeframe, where a franchising assessment is prevented. That means that a body that has been wholly abolished could leave its successors hamstrung. I appreciate the intention behind the clause, and I am grateful to my constituency neighbour the hon.”
“It is a pleasure to serve under your chairship, Sir Desmond. I rise to speak to my new clause 36, but I will first touch briefly on my concerns about new clause 15, tabled by the hon. Member for Broadland and Fakenham. I can see the case that the hon. Member and his colleagues are trying to make about the importance of periods of stability for bus operators. However, as my hon. Friend the Member for Wimbledon says, the timeframe proposed does not strike the right balance. Five years would be longer than the term of a metro mayor or local authority, meaning that the bad work of a previous mayor or administration could tie the hands of their successor and, most importantly, could leave residents stuck with the same problems for half a decade. Given the timeframes at play, I think a better compromise could be found.”
“However, while we are expanding how franchising works, it would be remiss of us not to add common-sense thinking about integrated transport for those who are embarking on franchising for the first time. I hope that the Government will accept the new clause. I add my support to what my hon. Friend the Member for Wimbledon said about amendment 57. We have got to fund it, too.”
“At other points during the day, there is either a 45-minute wait or hoping for a delay so that the bus arrives before the train departs. A more joined-up approach would benefit both bus operators and train companies, allowing seamless integration of travel and reducing the miles in the journey to be carried out by car. My new clause would add to the franchising assessment the ability to see how franchising could make that transport integration a reality. I do not think that franchising is a silver bullet to create integrated transport, which is why we will later consider an amendment that I have tabled that would add the enhanced partnership model.”
“I thank the hon. Member for his astute point. I would be glad to include ferries. After all, the new clause proposes better-integrated transport across all modes and modalities. We do not have any ferries other than river-crossing ferries in my constituency. My constituents have found the issue of lack of co-ordination so frustrating that they have carried out research into it themselves; I thank David and James for furnishing me with the statistics. The first bus to arrive misses the first train of the day from Sheringham by a mere six minutes. For those who are not familiar with the Bittern line, it does not quite have central London regularity, which means that it is roughly an hour until the next possible train arrives.”
“I rise to speak to clause 14 and amendments 66 and 64, tabled by me and my hon. Friend the Member for Wimbledon. I warmly welcome the clause’s protection of socially necessary services. I have spoken before about how important local bus services are for our rural areas, and I want to bring that to life because the term “socially necessary” does not do justice to the significance of those services. For many, a more accurate term would be “lifeline” services. They are absolutely vital for many small villages, and they are often far from profitable. Although they may not bring a grand economic boost to the operator or local authority, they bring a huge social benefit to the communities that they serve.”
“We should ensure that all important services are considered when deciding on socially necessary routes, and that there are strong protections for both these services and our communities that they serve.”
“Looking at the perilous financial position of our county council in Norfolk, I fear that there could come a point where that spectacular fiscal mismanagement means that they cannot afford to keep these services going. In that instance, I do not think that my constituents should be the ones who are punished. The Government should step in to protect their access to all the services and opportunities that a socially necessary service provides. To conclude, I am pleased that the importance of bus services has been truly recognised in law. I am supportive of the sentiment and much of the drafting of the clause. However, if we accept the importance of these routes, we should not make a half-baked attempt to protect them.”
“Amendment 54 is a really important protection for the safe and necessary services that I described. The shadow Minister’s points perhaps highlight the issue of funding more generally in bus franchising and enhanced partnerships. The amendment would ensure that steps are taken within six months of identifying a route as socially necessary to ensure that the route actually runs. It would also enable the Government to provide them with support and funding to ensure that the route is available, if the financial burden on the local authority is deemed too great. This is another useful protection for the socially necessary services to ensure that they are not another victim of the funding crisis in local government. I have already made clear how important these services are and why we have to ensure that they are protected.”
“I am a little disappointed that the Minister did not address the shadow Minister’s accusation of passing the financial buck directly to Government in his response. The measure is fundamentally about funding to protect services. If the Minister is relying on sections in previous Acts of Parliament, the interpretation of those sections is not a given without specific reference, which the Bill does not make. I do not share the Minister’s confidence that those obligations will be upheld.”
“Indeed, the Department’s Bus Centre of Excellence is staffed by a grand total of three people, and with day-to-day spending cut by the spending review, we are not likely to see a hiring spree any time soon. Supporting rural public transport helps across Departments. It supports people’s access to medical appointments in a timely manner, reducing missed appointments or worsened conditions. It reduces the benefits bill by widening access to employment and training opportunities. It is better for the planet, reducing car journeys and the resulting emissions. Revolutionising rural public transport would be a cross-Government win. I hope the Treasury can see it that way too and finally give it the funding that it needs.”
“I fear it is only a matter of time until we get a ministerial statement doubling the number of quiet carriages on trains. The serious point is that we cannot deliver the radical change and improvement that our rural public transport network needs without new money to support it. The Minister responsible for buses, the Under-Secretary of State for Transport, the hon. Member for Wakefield and Rothwell (Simon Lightwood), has made laudable efforts—I believe that he really believes in buses—and there is a lot of really good stuff in the Bill, but just creating and distributing powers without any funding to support their use, and barely any funding to support and develop best practice on how to use them, will not deliver the improvements we need.”
“There were also questions over funding for active travel at a time when we should be investing more to encourage modal shift and making walking and cycling an easier and more attractive option, and a complete fiscal straitjacket was placed on the future of the Bus Services (No. 2) Bill, on which I will focus my remarks. I am serving on the Bill Committee, and we have learned that the Government have applied a money resolution that means the Bill can incur expenditure only under existing Acts and not create anything of its own that would require any actual money. It often feels like we are living through a certain political sitcom in this place. In this instance, the Treasury has effectively shut the Department for Transport in the back of a taxi and tasked it with coming up with something incredibly popular and completely free.”
“I am grateful to the Chair of the Transport Committee and the Chair of the Backbench Business Committee for allowing us to debate the transport estimates. I felt a bit underwhelmed by the Chancellor’s offering for transport following the spending review. I am not really sure what she had to offer my constituents in North Norfolk. We saw funding for the continuation of the bus fare cap, which is welcome, but still an increase to the £2 cap that was previously in place. Other than that, what will help them? Upgrades to the Ely and Haughley junctions, which would support improved connections for business and passengers out of Norfolk, were once again overlooked, which will lead only to a higher cost when the Government eventually realise they are necessary.”
“I thank the Minister for coming to North Norfolk; he is welcome at any time. Having experienced at first hand the reality of rurality in my constituency, does he agree that we need to look at alternative models for rural public transport?”
“Our coastal communities remain without a top-table representative in Government, and I struggle to see how residents of rural communities can trust that such guidance will be forthcoming unless it is in the Bill, or that it will represent the challenges and needs of their areas. I hope that the Minister will give due consideration to what we are trying to achieve with new clause 30. I do not expect him to accept it, although he is welcome to do so, but I hope that he outlines the steps that his Department will take to provide comprehensive and structured support to those authorities embarking into uncharted territory with their franchise schemes, beyond what we have heard already.”
“Members believe it would be good for those areas to be given a greater degree of support from the Government than there currently is in the Bill. I also think that specifically outlining such areas in the Bill will help to ensure greater consideration of the unique characteristics of those parts of the country. Even if the Department pledges to produce guidance, it could fail to address the challenges faced in rural communities in particular. Coming from a rural area, I know how much Government policy feels like it was written by someone who has rarely stepped foot outside the SW1 postcode.”
“I gently say to the Minister that this is not about whether guidance is in the pipeline; it is about how far it goes and how robust it is. Our new clause 30 is the first of our many new clauses and amendments that seek to provide guardrails, guidance and models for those adopting franchising for the first time, in a situation where there may be little evidence to go on. Given the concerns of the hon. Member for Isle of Wight East about how franchising might work in rural areas, there could be some good news for him in our new clause, but we need to adjust our thinking about what good bus services look like in such areas. While we do not want a top-down imposition of things on rural, coastal and suburban areas, I and other hon.”
“When we visit London, we do not quibble about whether our red bus is run by Transport UK, Arriva, Stagecoach or another franchise holder; we care that it comes at the time we want and takes us where we want to go. What is lacking in the Bill, however, is leadership relating to how the powers can be used to make a much needed difference to people in rural areas. We have models of urban bus franchising to follow—London has taken the lead and now Manchester is following—but it has never been attempted in a truly rural area. It would be quite reckless of the Government to leave authorities completely rudderless, because some would be guaranteed to go off the rails, and we all know that residents would pay the price in their passenger experience and council tax bills.”
“It is a pleasure to serve under your chairship, Sir Roger. I will speak to the clause and to new clause 30 in my name and that of my hon. Friend the Member for Wimbledon. We have this Bill Committee, Department for Transport estimates day and the forthcoming Transport Committee report on connecting rural communities—we wait for years for the opportunity to talk about buses, and three come along at once. I strongly welcome the widening of bus franchising opportunities. Rural transport, in particular, needs a proper rethink, and the greater powers that transport authorities can get hold of as a result of the Bill will, I believe, allow local leaders to do just that. People are already welcome the idea of bus franchising.”
“We have to try something different, and do something to create networked, accessible public transport that works for people, and gets them where they want to go, when they want to go there. I do not think that is asking the world, and I hope that the Government will pledge to look into this idea further to deliver real change for people in North Norfolk, and rural communities across the country.”
“It is all very well to say, “You could do anything,” but there is nothing of substance to say, “Of all the things you could do, these are the things you might specifically like to consider.” We could feasibly help households to reduce the number of vehicles they rely on, saving them thousands every year. We could encourage active travel by expanding the number of journeys, and the hubs could be a component of that. By expanding demand-responsive transport, we could even remove car reliance altogether, while connecting the carless to a far better range of travel times and destinations than they currently have. The same old approach is not working. The situation will not magically fix itself with the new franchising powers alone.”
“That would ensure that, as we assess how villages are faring following the passing of the Bill, we do not simply grow a list of complaints but assess what could be done differently to make improvements and the impacts that those improvements would have. I grew up in a rural village with a sketchy bus connection. I now live in another, and my children are growing up with the same sketchy connection that I had. That cycle cannot continue. We have to do better for areas like mine, and conventional thinking is not going to cut it. It is time for a radical rethink of how we deliver public transport in rural areas. We have to challenge the old ideas and be willing to seize on something new. I am sure that the Government will oppose these ideas, but I would gently say that they have not put forward anything equivalent.”
“It would reach the most people possible without seeking to run a regular bus through every village, and it would connect those in rural areas to a proper public transport network that broadens the range of their destinations, rather than just taking them to the nearest city or large town. My amendment 70 would permit rural bus hubs to fit into the current model of franchising, allowing for specified services to include those running to and from, or between, the hubs. My amendment 71 would add to the review of service provision to villages an assessment of how service in the villages could be impacted by the establishment of rural bus hubs, or how the establishment of the hubs has affected services for villages at the time of the review.”
“The hubs would also be well served by demand-responsive transport for those who are not independently mobile. That would ensure that the network could reach into all areas, including rural villages and harder-to-access communities that may never have had a regular service, if any service, from an existing bus route. Such passengers, once at the hub, could catch direct, frequent buses to any part of a proper network, getting them to the hub nearest to where they want to go, and linking up with train connections or even hospitals and employment areas. It is a model that could easily be adopted by transport authorities.”
“People in many rural areas suffer from having to take buses in the opposite direction from where they want to go, going to the nearby town or city just to go straight back out again. That adds hours to people’s journeys, the journey is totally derailed if one link in the complicated chain goes wrong, and it is ultimately an inconvenient way to get about. As a result, it does not improve passenger numbers. Similar to our park and ride networks, rural bus hubs would have facilities to enable those living nearby to travel to the hub independently, either by car or active travel routes. The hubs would have the amenities to charge electric vehicles, and to lock and store bikes safely, so that people could easily return to them to complete the final few miles of their return journeys.”