Paul Kohler MP: speeches

Speeches

• 1 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Fourth sitting) · Hansard source

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  Clause 14 is so important, because it is about socially necessary routes—those that are critical to the community. It explicitly includes employment and, as the Minister conceded last week, also catches things such as hospital appointments, GP appointments and education. Throughout the Committee stage, the Minister has hidden behind localism. Now, I am a Liberal, so subsidiarity is part of my DNA; I believe in devolving power, but national Government must not wash their hands of their responsibilities. It is reminiscent of the old Conservative trick from the Thatcher era, of Government distancing themselves from their responsibilities. Funding is crucial, but as we heard in the debate last week on amendment 54, the Minister says it is not for Government to decide what to do with it. They have given a bit of money, and now it will be up to local authorities. The Minister even quoted other Tory lines about how there is no “magic money tree”, and I agree—there is not. So we need growth. We do not get growth by wishing on a star, taxing jobs by increasing employer’s national insurance contributions, or tying ourselves in knots with red lines over Europe rather than meaningfully re-engaging with the EU customs union. That is the way to grow the economy; that is the way we pay for these things. The Government cannot talk about growth, do nothing about it, and say to local authorities, “We have given you almost a billion pounds, and you can now go and sort out buses,” because local authorities do not have the finances. I am straying from the Bill. I have thus far referenced the omissions from the Bill, such as money. By inserting subsections (5) and (6), the House of Lords sought to focus attention on the Government’s commissions—namely, the end of the £2 fare cap, and the disastrous effect of hiking employer’s NI costs on the provision of special educational needs and disabilities bus transport. The Government’s decision to table an amendment removing those subsections is plainly a mistake, one that threatens to undo the constructive and necessary work undertaken in the Lords. The provisions were added to ensure that Ministers are held accountable for the consequences of their decisions—specifically, the rise in national insurance contributions and the short-sighted decision to increase the cap on bus fares. As the National Audit Office made clear in its report published last Friday, bus services are lifelines, not luxuries. They are essential for the young, for older people, for households without a car, and for those on the lowest incomes. The Government’s decision to scrap the £2 fare cap is not just wrong, but an outrage. It is a direct hit to the most vulnerable. The NAO report revealed that the lowest-income households—those in the bottom 20%—take more bus journeys on average than any other income group, at 42 journeys per household per year. Those are essential journeys to work, school, the shops or the doctor. Removing the fare cap would mean those people—the poorest in our society—paying more to do the basics of daily life. Subsection (5) rightly sought to introduce a review to assess the impact of increasing the fare cap on people’s ability to access socially necessary routes. Scrapping the review removes transparency, accountability and the Government’s responsibility to understand how their decisions impact real lives. The same principle applies to subsection (6), which calls for an assessment of the impact of changes to national insurance on SEND transport. Transport for children and young people with special educational needs and disabilities is not a side issue; it is central to an inclusive, accessible education system. Without that form of transport, many children cannot get to school. Increasing employer’s NI contributions risks undermining the viability of the services, as the hon. Member for Broadland and Fakenham made clear last week. The operators who run them are under increasing financial pressure. Without proper assessment and oversight, we risk sleepwalking into a situation where routes are cut, service levels fall, and SEND pupils are left without reliable transport. That would be an unforgivable failure of not just policy, but basic fairness. Including a requirement to review the impact does not bind the Government’s hands; it simply asks them to look at the evidence, consider the consequences of their actions, and take responsible steps to mitigate harm where needed. We must protect these services for their users and uphold the principle that no one should be left behind due to financial pressures beyond their control. I urge the Government to reconsider and not shy away from scrutiny. They should own their decisions and be prepared to measure their impact. That is what responsible government demands.

• 1 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Fourth sitting) · Hansard source

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  We remain of the view that without the amendment, the proposals will not give small bus companies the benefits that we are seeking to achieve. We are not convinced that that can be done without the explicit mention of small bus companies, as provided by the amendment.

• 1 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Fifth sitting) · Hansard source

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  There is a lot to cover, but I will not take as long as the shadow Minister. Amendments 40 and 42 are sensible, as making guidance mandatory rather than permissible would keep the right balance. This is clearly an issue for many people, and having clear Government guidance on the accessibility of stopping places would be a positive step. As the shadow Minister said, surely the Minister will want to produce guidance, so making it mandatory would not be an onerous obligation. The hon. Member for Brighton Pavilion is not here to press amendment 29, but my party supports it and will press it. This positive amendment would ensure that there is guidance on toilet facilities—which are clearly an issue, particularly for people with a disability or medical condition—and on travel information in relation to floating bus stops. Liberal Democrat amendment 65 would mean that accessibility guidance includes guidance relating to the provision of information at a stopping place, and amendment 60 would ensure that authorities listed in subsection (6) take reasonable steps to ensure that the disability guidance issued by the Secretary of State is implemented. Although the Bill makes provision for the publication of new statutory guidance to improve the accessibility of bus stops, service information provision is not mentioned. Up-to-date route and timetable information, as well as real-time arrival boards, are crucial for all passengers, especially those without access to digital tools. It also improves passengers’ feeling of control and security. In Wimbledon, many signs have been removed and not replaced, which is a real issue for older people and the digitally excluded. For those who do not have access to an iPhone, this sort of information is critical. Amendment 65 would address that need by ensuring that legislation covers both infrastructure and information provision, including up-to-date route maps, timetables and real-time arrival information at bus stops, ensuring accessibility and safety for all users. It would help to prevent people becoming disoriented or isolated, ensuring that disability does not stand in the way of navigating a local bus route. Amendment 60 would ensure that disability provisions are properly actioned. “Reasonable steps” is a legal term of art, and the shadow Minister’s criticism does not hold because the costs would be part of deciding whether it is reasonable. Having regard to guidance on disability could see many transport authorities fail to implement anything substantive, but this amendment would require them to take reasonable steps to deliver the guidance—that is, they must be reasonable steps. Accessibility is not a nice-to-have; equal access for all passengers is essential. If disabled people are unable to travel to their doctor’s appointments, to see their friends or to access work because of poor accessibility, the impact on their lives is intolerable. For accessibility, legislation needs to talk in terms of duties and steps that must be implemented rather than just a consideration that can be done away with. However, as I said, the amendment emphasises reasonable steps, not unreasonable ones.

• 1 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Fifth sitting) · Hansard source

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  Clause 28 introduces powers for local authorities to make byelaws for buses. That is welcome, and I agree that the behaviour that the clause already lists should be prohibited. There is, however, a clear omission. With passengers already paying extortionate fares to be packed in like sardines on buses, we should at least ensure that they do not face the added indignity of someone’s blaring TikTok feed. That is why our amendment 67 seeks to add the words “including sustained anti-social auditory disturbance.” The amendment would explicitly allow transport authorities to bring in byelaws that ban persistent antisocial noise, such as music or videos played out loud on personal devices. It is a sensible, proportionate response to a problem that has been left unchecked for far too long. Let us be clear: we are not talking about a small inconvenience. The scale of the problem is significant. Recent polling has found that almost two in five people say that they have experienced others playing music out loud often or sometimes, while only a quarter report experiencing it rarely. Furthermore, a majority of respondents say that they would not feel comfortable asking someone to turn down their music on public transport. Women feel especially unable to challenge such antisocial behaviour; almost two thirds say that they would not feel comfortable doing so. Furthermore, playing music and other content loudly on public transport is done not only unthinkingly but, on many occasions, in a deliberately intimidatory manner designed to provoke and unsettle others going about their lawful business. The amendment is a sensible step that would ensure local authorities have the tools that they need to combat a growing menace. Not everyone agrees. I was deeply disappointed when the Leader of the Opposition, the right hon. Member for North West Essex (Mrs Badenoch), who also happens to be a valued constituent of mine, opposed the measure, dismissing fines for such disruptive and selfish behaviour as “silly”, despite the frustration and discontent that it causes for so many. I find her attitude extraordinary; I would be very surprised if she had not, like so many of my other constituents, experienced the phenomenon on buses across Wimbledon—assuming, of course, that she uses buses. The right hon. Lady is not alone, however, as I will explore in more detail in a moment. Some have accused me of abandoning my liberal sensibilities in seeking to address the issue. All I would say to such critics is that liberalism is as much about responsibilities as about rights. I do not begin to see how my right to play content loudly on my phone or some other device obviates my responsibility not to cause unnecessary disturbance to others. Whether people are heading to work, taking their kids to school or simply trying to enjoy a moment of peace, they deserve to feel safe and respected on public transport. Time and again I hear people say that they feel too intimidated to speak up when someone is blasting music or videos from a phone or speaker. The Liberal Democrats want to take tough action on headphone dodgers to ensure that every passenger feels safe and respected, and can travel in peace. We urge all parties to support the amendment and finally bring an end to commutes filled with unnecessary noise, disturbance and frustration. In what has become a running motif of the Committee, the Minister has said that the amendment, like so many that have perished before it, is unnecessary on two broad grounds. First, he argues that the antisocial playing of music and other content already comes within the term “nuisance” under the Government’s proposed new section of the 2000 Act. That is clearly open to challenge, however: I have already quoted the reaction of the Leader of the Opposition, who appears not to regard such thoughtless or intimidatory disturbance as a nuisance. Perhaps more significantly, in what has become an increasingly rare experience for the Conservative leader, she appears to still be speaking for most of her parliamentary party—although not, it seems, for the hon. Member for Broadland and Fakenham on this issue at least—given the jeers and heckling directed at me from the Opposition Benches when I raised headphone dodgers at Prime Minister’s questions recently. I humbly suggest to the Minister that it is worth noting the Prime Minister’s answer to my question. Pointing at the jeering Conservative Benches, he said: “We take this seriously; the Conservatives laugh about it.” —[ Official Report , 30 April 2025; Vol. 766, c. 324.] Here is the Minister’s chance to prove that the PM is a man of his word by accepting our amendment and showing that the Government do take sustained antisocial auditory disturbance seriously in the face of those who would—bizarrely—argue that it is not a nuisance.

• 1 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Fifth sitting) · Hansard source

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  Is there not a contradiction? Subsection (2) seems to suggest that there are ways of designing out the problem, whereas subsection (1) bans all new floating bus stops. If subsection (1) were offering a moratorium until the design issues had been addressed, we could support it, but subsections (1) and (2) do not sit well with each other.

• 1 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Fifth sitting) · Hansard source

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  I thank the hon. Gentleman for those comments on our amendment, but what is the point of including anything in proposed new subsection (2) then? Following his argument, nothing needs to be there.

• 1 Jul 2025 · Bus Services (No. 2) Bill [ Lords ] (Fifth sitting) · Hansard source

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  I completely agree with the hon. Member. With the welcome increase in active travel and the number of cyclists, we need to address the conflicts that arise on the road. If one goes to the continent, it is part of their DNA—cyclists, motorists and pedestrians understand their relationship—but the same is not true in this country. The new clause proposes a review of existing floating bus stops within six months and would require the Secretary of State to come up with a plan. This is a proportionate, evidence-led and pragmatic path forward that puts safety, accessibility and inclusion at its heart. I have been lobbied by eloquent advocates from Guide Dogs and the RNIB, who are concerned that the review of the existing provision that we are proposing will be biased in favour of floating bus stops, so I make it absolutely clear that we would expect the Secretary of State to include representatives of those organisations along with other charities in that review process. Moving on to new clause 47, I am aware that some think there is no solution to this problem apart from banning floating bus stops. However, from my conversations with visually impaired colleagues, both in Parliament and beyond, I believe that compromise can be achieved. I counsel the Committee to reach a compromise that does not pit the blind and disabled against cyclists. Ordered, That the debate be now adjourned.— (Kate Dearden .)

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Second sitting) · Hansard source

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  I will be more brief. [Hon. Members: “Hear, hear.”] I have two points to make. I suspect that many of the shadow Minister’s points could be drawn from Hansard 40 years ago when bus deregulation was introduced. The great flaw of bus deregulation was it allowed private providers to cherry-pick profitable routes, leaving local transport authorities no opportunity to cross-subsidise their loss-making routes. That prioritised not passengers, but private providers. I fear that all the amendments would achieve the same end; they would simply allow private providers to cherry-pick profitable routes—often built up by local transport authorities that put effort, time and public money into them—without any provision for the non-profitable routes. I say to the shadow Minister that equating passengers with consumers oversimplifies the complex issue of rural connectivity, and ends up isolating rural communities. As he admitted, in many rural communities, market mechanisms will not work. These are simply unprofitable routes.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Second sitting) · Hansard source

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  I fear that is true. I do not think they are subsidising—I think they are coming in and taking a profit, and I absolutely agree.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Second sitting) · Hansard source

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  I heard the shadow Minister say that, and I understand it. However, there is a contradiction in his analysis. He admits that point, but constantly refers to consumers operating in profit-and-loss markets. He is making a very narrow equation, and I fear that allowing public providers in the way he wants would simply undermine the whole rationale behind what we—or the Government—are trying to do with the franchising process. It is too narrow and simply ends up completely undermining what we are trying to do.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Second sitting) · Hansard source

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  It is a pleasure to serve under your chairship, Dr Allin-Khan. My party has little to say on this group. We are supportive of clauses 5 and 6, although the hon. Member for Broadland and Fakenham made a good point, and we would like to hear the Minister’s views on it.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  Okay—sorry.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  I beg to move amendment 57, in clause 10, page 6, line 6, at end insert— “(A1) Section 123B of the Transport Act 2000 (assessment of proposed scheme) is amended in accordance with subsections (A2) to (A4). (A2) In subsection (2)(a) omit ‘and’; (A3) In subsection (2)(b), after ‘action’ insert— ‘, and (c) assess the adequacy of central government funding to support the provision of bus services under the scheme. (2A) The assessment under subsection (2)(c) must include— (a) an evaluation of whether available funding is sufficient to meet the projected costs of the franchising scheme, and (b) an analysis of the funding required to maintain or improve service levels across all affected communities.’ (A4) After subsection (6) insert— ‘(6A) An assessment under this section must be made publicly available and submitted to the Secretary of State.’” This amendment to the Transport Act 2000 would require the Secretary of State to assess the adequacy of central government funding to support the provisions of bus services under franchised schemes.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  I beg to move amendment 66, in clause 14, page 9, line 23, at end insert— “(4B) When the list of socially necessary local services required by subsection (3)(ba) is reviewed or amended, the relevant authority or authorities must— (a) assess the overall adequacy of the existing network of local services in their area or combined area in enabling passengers to access essential health settings, education, goods and services, economic opportunities, and social activities; (b) identify any gaps in the provision of socially necessary local services across the network and where existing services are insufficient, absent or cause a material adverse effect on passengers' ability to access those goods, services, opportunities, or activities; (c) describe what further action the authority or authorities intend to take to address any identified gaps including, where appropriate, proposals for new or altered services, with timelines for implementation, and consideration of funding or alternative delivery models. (4C) The authority or authorities must publish any assessment and proposals made under subsection (4B) after consulting— (a) persons operating local services in the area or combined area; (b) users of local services; (c) NHS providers; (d) education providers; (e) local employers and businesses; (f) people with disabilities; and (g) any other persons whom the authority or authorities consider it appropriate to consult.” This amendment would insert into the Transport Act 2000 a requirement for local transport authorities to review the adequacy of local services when considering changes to the list of socially necessary local services.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  The Liberal Democrats strongly support amendment 39, which was tabled by the hon. Member for Brighton Pavilion. As has been said, it is remarkably similar to, if not the same as, an amendment that we tabled in the House of Lords. It rightly proposes to expand the definition of “socially necessary local service” to include routes that serve healthcare facilities. I recognise the argument that the existing definition already covers them, but we think it is important to explicitly include hospitals, GPs and clinics. Accessing healthcare is a social necessity that should be explicitly recognised in law. The same is true of education. From conversations with my hon. Friends the Members for Westmorland and Lonsdale (Tim Farron), for Esher and Walton (Monica Harding) and for North East Hampshire (Alex Brewer), to name a few, I know that there are growing concerns about school and college bus routes being cut, leaving students unable to travel independently to their places of learning. The Government may argue that such services are already included under the definition but, if that is the case, why not make that explicit? Clarifying it in statute would only strengthen the Bill and provide clearer guidance for local authorities.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  Amendments 54 and 74 would establish a real safety net for socially necessary routes. Amendment 54 would place a duty on local authorities to step in to deliver a service when no commercial operator will do so, while placing a reciprocal duty on the Government to provide financial support to enable it. Amendment 74 would complement that by requiring the Secretary of State to create a formal funding mechanism for such services. The mechanism would include clear eligibility criteria, ensuring that local authorities could not designate routes as socially necessary arbitrarily, but must demonstrate clear social need. Together, the amendments would ensure that essential routes do not disappear due to market failure. They offer a practical, balanced solution to a growing problem, and I urge the Committee to support them. If we believe that these routes are socially necessary, we must find a mechanism to ensure that they are provided.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  I would like to press amendment 66. Question put, That the amendment be made.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  It is a pleasure to serve under your chairship, Sir Desmond. While I am broadly supportive of much of the Bill, we must not lose sight of the fundamental challenge—the lack of sufficient funding and expertise in local authorities to fully take advantage of the powers that it provides.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  Clause 14 is a vital provision in the Bill that seeks to strengthen the provision and protection of routes that are deemed socially necessary. I will begin by addressing the amendments tabled by the Liberal Democrats, before turning to others. Although I fully support the principle behind clause 14, there are several areas where it can and must be strengthened to ensure that it functions as a genuinely effective tool for safeguarding essential bus services. Under the clause, the Transport Act is amended to require that local transport authorities maintain a list of socially necessary routes and review it from time to time. Crucially, there is no detail on how that review should be conducted. That lack of clarity risks rendering the duty vague and unenforceable. Amendment 66 seeks to address that gap. It sets out how the review process should work, requiring that gaps in network coverage be identified and that changes to improve the network are actively considered. Importantly, it would also ensure that reviews and amendments take place in consultation with relevant stakeholders. That would embed transparency and accountability into the process. Amendment 64 would require a biannual review by the Secretary of State of the level and condition of socially necessary services across the country. Given that local authorities will already be maintaining those lists, it is not an unreasonable burden. Rather, it would create national oversight and parliamentary scrutiny—something currently missing from the system. Having consistent data on ridership, frequency and cancellations would greatly improve transparency, inform better decision making, and keep socially necessary services at the forefront of Government planning and funding. Amendment 39, tabled by the hon. Member for Brighton Pavilion on behalf of the Green party—

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  I beg to move amendment 54, in clause 14, page 10, line 26, at end insert— “(4A) Where a socially necessary route has been identified in accordance with section 138A(15) of the Transport Act 2000, and no alternative operator has implemented the service within a period of six months, the relevant local authority must take reasonable steps to implement a service on the socially necessary route as far as is reasonably practicable. (4B) Where a local authority has established a socially necessary service in the absence of alternative operators, the local authority must publish a report on the establishment and operability of the service within six months, which should include, but not be limited to— (a) the scope and nature of the service; (b) the estimated operating costs of the service and any identified funding gaps; (c) the impact of the service on local accessibility and transport needs; (d) a timeline for the operation of the service; (e) where the local authority is unable to meet the financial burdens of operating the service within six months of establishing that service, a statement specifying the extent of the financial shortfall. (4C) Where a local authority makes a statement under subsection (4B)(e), the new burdens doctrine applies to the provisions of this section and the Secretary of State must consider providing appropriate financial support to the local authority to ensure the service can be delivered. (4D) Within six months of the passing of the Bus Services Act 2025, the Secretary of State must publish guidance on what funds will be available for the purposes of subsection (4C). (4E) A service established under these provisions is a local service operated by a local government bus company as defined by section 22(5).” This amendment would place a duty on a relevant local authority to implement a socially necessary service should alternative operators fail to do so, with provisions for financial support if needed and the possibility of transferring responsibility to an alternative operator once the service is established.

• 26 Jun 2025 · Bus Services (No. 2) Bill [ Lords ] (Third sitting) · Hansard source

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  Is the Minister confident that that money is sufficient to protect socially necessary services?

• 26 Jun 2025 · Train Frequency: Sutton and Cheam · Hansard source

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  Worcester Park is a station that my hon. Friend the Member for Sutton and Cheam (Luke Taylor) and I know well as it is on the boundary of both our constituencies, and I confirm that my constituents face the same issues of overcrowding. SWR acquired 90 high-capacity Arterio trains to address this issue back in 2019, yet six years later only a handful have entered service. The UK taxpayer is currently spending over £5 million every month on leasing the Arterio fleet, and over £0.5 million additionally every month to store the unused trains. Will the Minister confirm how many Arterio trains are now in use, whether the issues delaying roll-out have now been addressed, and whether he thinks that spending millions of pounds every month on unused trains is a good use of taxpayers’ money?

• 26 Jun 2025 · Transport: Economic Growth · Hansard source

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  My party and I were pleased when the Chancellor recently announced funding for Northern Powerhouse Rail to improve connectivity. However, we still do not know on what the money will be spent. Any plan to boost the northern powerhouse must surely include a new main line between Manchester and Liverpool—a vital link that would not only drive economic growth across the north-west but strengthen connections between two of our greatest cities. When will we finally see the detail behind the Chancellor’s announcement, and will she meet with me and my hon. Friends the Members for Cheadle (Mr Morrison) and for Hazel Grove (Lisa Smart) to discuss proposals for the better linking of Manchester and Liverpool?

• 25 Jun 2025 · Unauthorised Entry to Football Matches Bill · Hansard source

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  In the original drafting of proposed new section 1A(3), it was not a defence to knowingly use a ticket that had already been used. However, under the new wording of subsection (3), it is a defence if someone uses a ticket that has already been used, even if they know about it. Is that deliberate or a flaw in the drafting?

• 25 Jun 2025 · Unauthorised Entry to Football Matches Bill · Hansard source

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  I raise the point, quietly, that the definition in the Bill does not include electronic tickets.