Simon Lightwood

I commit to write to the hon. Lady on that matter, as I do not have the information to hand. Of course, what I have said does not mean that the Government should close their mind to reform—quite the contrary—but it does mean that we must be satisfied that changes designed to make it easier to obtain the necessary entitlement do not introduce unacceptable risks for minibus passengers or for other road users. That balance between flexibility and safety is not a new question. In 2022, the previous Government held a substantial call for evidence to look at potential reforms to driver licensing regimes, and one of the questions considered was whether people holding a category B car licence should be granted entitlement to drive category D1 minibuses. The review ran between August and October 2022, and deliberately sought evidence about whether reforms could widen the pool of minibus drivers while maintaining the safe use of our roads. The response demonstrated significant support for the change, but that is not by itself the same thing as evidence that the change can be made safely. The Department’s assessment of that exercise was that, although there was strong support for extending driving licence entitlement, the evidence presented was not sufficient to allow us to fully understand and assess the associated road safety risks. I understand that the Community Transport Association does not agree that the evidence currently available justifies maintaining the existing position. That evidence gap is, however, important. It is why the Department has continued to say that any potential relaxation of the D1 requirements needs to be considered alongside the implications for road safety. I do not want the hon. Member for Henley and Thame to take from what I have said that the Government are insensitive to the problem he has described—far from it. We recognise the demographic issue affecting holders of D1 grandfather rights. We recognise what community transport operators are telling us about recruiting drivers. We recognise the argument that the costs and practicalities associated with obtaining a D1 entitlement may be particularly challenging for small, community-based and not-for-profit organisations. Through its proposal for reform, the Community Transport Association believes that it can address those pressures while providing appropriate safeguards. We will consider that contribution seriously, but we will also continue to place passenger and road safety at the centre of our consideration. I hope Members across the House would agree that those two objectives—of supporting the sustainability of community transport and ensuring that people can travel safely—should not be regarded as opposing ambitions. Our task now is to determine how best to secure both. Question put and agreed to.