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.