Contribution
I congratulate the hon. Member for Henley and Thame (Freddie van Mierlo) on securing this debate and on raising this important subject. I am grateful to him for giving the House the opportunity to reflect on the enormously valuable contribution that community transport makes to communities across the country. I want to begin by putting on record this Government’s strong support for the community transport sector and our appreciation for the staff and volunteers who make those services possible.
I pay tribute to FISH, in this plaice, for doing a fantastic job. [Laughter.] It really does make a splash for all the right reasons. The people there are o-fish-ally doing a great job—I could not resist that, as the hon. Gentleman gave me a heads-up that he would mention the charity.
On a more serious note, community transport can provide a real lifeline, particularly for older and disabled people, those who are vulnerable or isolated and people living in rural areas where other public transport options are limited. It helps people get to work, education, healthcare and other essential services. Just as importantly, it allows people to see friends and family, take part in community life and maintain their independence. The scale of that contribution should not be underestimated.
Community transport operators providing around 13.8 million passenger journeys each year. This is ultimately not just a debate about driving licence categories or regulations; it is about people’s ability to get where they need to go and to remain connected to the communities in which they live. That is why the Government provide practical support to the sector. The Department for Transport provides the Community Transport Association with an annual grant to support its work with its members and the wider sector. We also make available up to £3.8 million each year to eligible community transport operators through the bus service operators grant, helping operators with their running costs. A 60% uplift has been added to community transport claims until 31 March 2027, with further support during the current period of increased fuel costs.
Our support is not simply about direct financial assistance. We want community transport to be properly recognised as part of the wider transport network. We encourage local authorities to consider community transport within their local transport planning and to look at how those services can complement conventional fixed-route bus services and improve connectivity. That is particularly important in places where community transport fills gaps that other transport services cannot easily fill.
I turn now to the specific issue that the hon. Member has raised today: the rules governing the driving of minibuses. I recognise very clearly the concern within the community transport sector about the availability of drivers with category D1 entitlement. Prior to 1997, someone obtaining a car licence was automatically granted the restricted category D1 entitlement—commonly known as D1(101)—allowing them to drive a minibus when it was not being driven for hire or reward. The automatic entitlement ceased for people passing their car test from 1 January 1997. Since then, drivers have generally needed to pass an additional test to obtain a category D1 entitlement, although there are limited circumstances in which a holder of a category B car licence may drive a minibus without a full D1 licence.
The practical consequences are that drivers who retain a category D1 through those so-called grandfather rights are gradually getting older, and the number of drivers with D1 is gradually reducing. I understand the concern that this creates for community transport operators, which have traditionally relied on this cohort of drivers. The CTA has made the case strongly that a diminishing pool of D1 drivers is making recruitment more difficult and imposing additional costs on organisations that need to train new ones. I want to acknowledge the constructive work that the association has done in bringing this issue to the Government and to Parliament; during Community Transport Week in October, the CTA held an event here in Parliament and launched its white paper, setting out its case for changes to the licensing arrangements. The Department is aware of that proposal and we are actively reviewing it.
I recognise the seriousness of the concern behind that work and the effort that the CTA has made to develop a practical proposal. At the same time, however, the Government must consider any proposed change to driver licensing arrangements very carefully. This consideration also takes place within the wider framework of the Government’s road safety strategy, which was published earlier this year. The strategy reiterates the Government’s commitment to reducing those killed and seriously injured on our roads, and to ensuring that road safety impacts are properly considered when developing transport policy. Any changes to driver licensing arrangements therefore need to be assessed in terms not only of accessibility, workforce availability and operational benefits, but also in terms of their implications for road safety outcomes.
I had a look before coming here tonight, and I can tell the House the statistics from 2025, the last full year of pass rates for D1. Of the 3,069 tests taken, 2,511 were passed but 552 were failed. Under some proposed changes, those without this D1 qualification could potentially be driving minibuses, and we can see how important safety is when considering the implications of any changes. Minibuses can carry up to 16 passengers in addition to the driver. They can weigh up to 5 tonnes and be driven at speeds of up to 70 mph. The responsibility placed on the person driving such a vehicle is therefore different from that involved in driving a private car. Also, many of the passengers who depend on community transport are themselves older, disabled or otherwise vulnerable. While I absolutely recognise the pressures facing operators, road and passenger safety must remain at the heart of our consideration of any changes to the licensing regime.