Tom Gordon

I completely agree with my hon. Friend’s sentiment. My constituency is in north Yorkshire—a vast rural area where we have exactly the same challenges that she describes in her own patch. The impact of this restrictive rule is particularly clear when we listen to young disabled people themselves. In a recent conversation with Whizz Kidz, a charity that supports young people with disabilities, it highlighted the specific harm this restriction causes for young wheelchair users. The charity recently conducted a survey asking whether free 24/7 bus travel would make a difference. Unsurprisingly, the overwhelming response was yes. Young people said that all-day access to free bus travel would significantly boost their independence, help them build social connections and develop crucial life skills. As one individual put it: “We’re normal young people who therefore can’t afford taxis, can’t fit in Ubers but still have social needs. If you want us to be able to integrate and contribute economically, we need the opportunity to build social capital and skills.” While bus travel is by no means perfect, it remains the most consistent and accessible option for many disabled people. It does not require pre-booking and offers regular services and allows for greater independence. In contrast, other modes of transport are much less accessible. One constituent shared how they have missed trains because pre-booked assistance failed to show up, been unable to use underground or metro systems, which was cited as a common issue, and struggled to find accessible taxis, especially outside major towns and in rural areas. That experience is not an exception; it is a reflection of the systemic gaps in our transport networks, which fail to accommodate disabled passengers reliably and fairly. The Royal National Institute of Blind People has highlighted that for those with sight loss, bus travel is often the only accessible option. Pavement parking, dangerous e-scooter driving and inaccessible crossings all make transport on foot far too difficult. Some 95% of respondents to its recent research said that they use buses at least monthly. It is therefore clear that if we are to restrict concessionary access to buses, we must first ensure that alternative modes of transport are truly accessible and affordable—something that, as my constituent’s experience makes clear, is far from being the case today. At a time when disabled people face extra burdens and cuts from every angle, we must find ways to support our disabled community. The current cost of living crisis has had a disproportionate impact on disabled people. They are more likely to face fuel poverty, skip meals and struggle with rising costs across the board. Disabled households are also more likely to be among the poorest in society, with around a third of adults in the lowest-income households living with a disability. Scope recently published its “Disability Price Tag” report, which demonstrates that disabled households need on average an additional £1,095 a month to have the same standard of living as a non-disabled household. These are not luxuries, but necessities for daily life. Whether medical equipment, higher energy bills or accessible transport, they are unavoidable costs. One of the crucial benefits of removing the 9.30 am restriction would be to significantly improve access to employment, education and training, much of which begins before 9 am.