I beg to move, That this House has considered Government support for bus services in West Dorset constituency. It is a pleasure, as always, to serve with you in the Chair, Ms McVey. It is my privilege to bring this debate to the House. This issue may seem niche, but it matters a great deal to my residents. It has generated a huge number of queries, social media comments, emails and constituency casework since I became an MP, reflecting just how deeply it affects people’s daily lives. Buses determine whether my constituents can get to work, reach college, attend a hospital appointment, visit the high street or simply remain independent. When services are reduced or withdrawn, it can cause real anxiety for those who rely on them and, as I recently saw through casework, their families, too. That is especially true when it comes to reaching vital hospital appointments or when there are further cuts to essential routes, as we saw when the X53 and X51 services were significantly reduced due to last-minute increases in the subsidies demanded by the bus company, which the council could not afford to meet, when changing to a winter timetable. In the spirit of constructive opposition, I welcome the direction that the Government have taken. I welcome the introduction of the new local authority bus grant, bringing together previous funding streams into a single multi-year settlement. I welcome the recognition of rurality in the funding model, as well as the extra funding that has been provided to local authorities. Long-term funding provides certainty. It allows authorities to plan strategically and move away from the stop-start cycle of short-term funding announcements that has characterised this area for too long.

I commend the hon. Gentleman for securing this debate. As he is well aware, West Dorset is similar to my constituency, with market towns and many townlands rather than towns, and the profitability of public transport can be questionable. However, does he agree that the bottom line is not the ledger, but connectivity and the end of rural isolation in an affordable fashion? Does he agree that we are not getting the balance right for our rural constituencies, which are the backbone of the United Kingdom of Great Britain and Northern Ireland?

The hon. Member rightly touches on a lot of the issues that I will come to, all of which I know are as pressing in his part of the United Kingdom as they are in mine. I thank the Minister for the constructive meeting we had on these issues. For the first time, the funding formula explicitly recognises rurality. That is an important step forward, and one that I and many other rural Members have called for from our first days in the House. However, recognising rurality and adequately funding rurality are two different things. The scale of the challenge in rural areas is immense, requiring a sustained and significant effort to rebuild networks that have been hollowed out over many years. Rural bus services fell by 52% between 2008 and 2023.

My constituency neighbour will know that in Somerset and Dorset, we get older models of buses no longer used elsewhere. At the same time, rural bus depots, such as the one in Yeovil, are closing. If a bus breaks down from Ilchester on the way to Dorchester, passengers have to wait over an hour for a replacement bus. Does my hon. Friend agree that if depots for repairs are going to be closed, we need newer buses in West Dorset and Yeovil?

My hon. Friend and neighbour is right to raise the pertinent issues of older buses and the closing of depots, which are directly linked. I hope that has been heard by the Minister. Across England, there were over 1 billion fewer passenger journeys in 2023 than in 2015. Bus service frequency in West Dorset has fallen by an astonishing 62%, and 10 of Dorset’s 14 towns are already transport deserts or at serious risk of becoming one. That creates barriers to employment, healthcare and independence. Patients miss hospital appointments, which contributes to the £1.2 billion annual cost of missed appointments for NHS England. Young people miss out on opportunities, older residents become isolated, and communities slowly lose confidence that public transport will ever return. That is why simply maintaining today’s network cannot be considered a success; the scale of decline means that we must actively rebuild what has already been lost. Between 2026 and 2030, Dorset will receive £13.8 million in Government bus funding: the lowest allocation anywhere in the south-west. That is £10.9 million less than neighbouring Somerset receives and £7.5 million less than Wiltshire. Devon and Torbay alone will receive over three and a half times Dorset’s allocation and Hampshire will receive nearly four times as much. It is therefore unsurprising that neighbouring authorities can expand services, modernise fleets and increase frequency, while Dorset is often forced simply to maintain what it has left. The Government deserve credit for recognising rurality, but rurality now needs to be given greater weighting within the funding formula. Serving dispersed populations inevitably costs more per passenger than operating in dense urban areas. There is a significant difference between increasing the frequency of an existing service and recreating a lost route from scratch. The latter requires considerably greater investment before passenger numbers can even begin to increase. Every summer, West Dorset’s population increases by over 42% due to seasonal visitors. Around 4 million day visitors and 2 million overnight visitors place a huge additional demand on our transport networks, which were designed to serve a much smaller permanent population. Yet that seasonal pressure is barely recognised in the national funding allocations. The Prime Minister in waiting takes great pride in the transformation of Manchester’s bus network. However, the Bee network demonstrates the scale of the investment required. Greater Manchester receives about £41.42 per resident, compared with approximately £4.84 per resident in Dorset—over eight times as much in funding per head. Transport for Greater Manchester manages a budget exceeding £480 million and subsidises almost a quarter of the network. That level of investment has transformed services, and I want Dorset to have the same level of ambition. However, rebuilding transport across hundreds of square miles of villages, market towns and dispersed communities is significantly harder than doing so in a major urban area. If the Government truly wish to level up rural transport, the funding formula must recognise that restoring services in rural Britain costs more, not less, than maintaining them in our cities. The consequences of poor bus services are perhaps felt most keenly by young people. The recent Milburn review identified transport as one of the main drivers of young people becoming detached from education, employment and training. The review found that in rural, deprived and coastal communities, transport itself had become a major barrier to opportunity for those without access to a car. The proportion of 17 to 20-year-olds holding a full driving licence has fallen to 29%, while for many families the cost of owning and insuring a car has simply become unaffordable. At the same time, bus services have become less frequent and more expensive. Bus fares increased by 59% between 2015 and 2023. On average, young people are now 15% less likely to travel than they were just 15 years ago, which should concern every Member of this House. When the last bus leaves before a hospitality evening shift finishes, a young person cannot access that hospitality job; they have been presented with a challenge that they cannot overcome. That is why I was pleased to table amendments to the Bus Services Bill during its passage to improve connectivity for young people by providing free bus travel for 16 to 18-year-olds, to encourage better co-ordination between buses and trains, and to ensure that funding reflects the realities that rural communities face. Those amendments were not adopted, but I hope the Government will start to move in the positive direction that they indicated. West Dorset has an ageing population, and many people rely on buses to reach GP surgeries, hospitals, pharmacies and shops. When the bus services disappear, independence disappears with them. Poor transport also increases pressure on the NHS, on social care and on local authorities—all these things are connected. That is why I believe we should return to a sort of “total place” thinking, which was first developed over a decade ago: looking across departmental boundaries, instead of operating within them. The Dorset total transport pilot brought together school transport, adult social care transport, public bus services and community transport. With just £180,000 of funding, the pilot improved services in some areas while identifying longer-term efficiencies and introducing more flexible, demand-responsive transport. It also explored digital technology to better match transport supply with demand. Rather than allowing buses to sit empty after a school run or to return to depots, we should ask how those vehicles could transport patients home from hospitals, connect isolated villages or just provide additional journeys during the day. We also need a more joined-up approach between different modes of transport. People should not wait 40 minutes for a bus because the train was three minutes late. We need a properly integrated local transport network with more regulated and co-ordinated bus services. In many rural communities, community transport is often the only reason people remain connected at all.

Interconnectivity goes across not just buses but other modes of transport such as trains. There is a petition in one of my rural areas where, pre-covid, trains ran every 30 minutes; that is now every two hours, and there is a big gap in the middle of the day. Does the hon. Member agree that we need strategic planning in the mayoralties across all modes of transport?

I agree 100%—talk to anyone who has got off the last train from Crewkerne when the last bus stopped two hours beforehand. We are depriving our communities of the ability to get around, and of course there is an economic impact to that. The CB3 community bus in Beaminster demonstrates exactly what local communities can achieve when volunteers, councils and residents work together. Similarly, the new LB1 evening service between Lyme Regis and Bridport has quickly proved a success, despite disruption caused by necessary works on the A35. I am also encouraged by proposals for further community transport in places such as Sherborne, which have my support, but parish councils and volunteers cannot continue to carry the burden alone. The Department for Transport currently makes up to £3.8 million available annually for eligible community transport operators, but that is across the whole country. Given the scale needed, that is simply not enough. Instead, there should be dedicated, ringfenced grant funding specifically to help communities establish new community transport services where commercial routes have disappeared. A hub-and-spoke model supported by smaller community buses and demand-responsive transport could reconnect villages at a fraction of the cost of restoring traditional commercial routes immediately. Importantly, that funding should recognise that the greatest cost comes at the beginning. Communities need capital investment to purchase vehicles, recruit drivers, establish a booking system and build passenger confidence. Once services become established and passenger numbers increase, public subsidies can reduce over time. Demand-responsive transport has already shown real promise in Wiltshire, where passengers can book flexible journeys through an app and AI software identifies the most efficient routes. Data suggests that these services have been particularly successful among younger users travelling between villages and market towns before they learn to drive. West Dorset would be an ideal place to pilot a similar, larger-scale approach. For rural communities such as West Dorset, buses are fundamental to tackling social isolation, supporting economic growth and giving young people genuine opportunities. I hope that the Minister will listen to the appeals of my residents and ensure that rural Britain is no longer left waiting at the bus stop while the rest of the country moves ahead.

It is a pleasure to serve with you in the Chair, Ms McVey. I congratulate the hon. Member for West Dorset (Edward Morello) on securing this important debate. He has been a committed champion of bus services and transport needs in his constituency, and I thank him for the constructive tone with which he has approached these subjects. Buses are at the heart of our vision for better and more integrated, reliable, affordable and accessible public transport. The Government have set out an ambitious plan to deliver better bus services, grow passenger numbers and ensure that communities that have too often been underserved can benefit from reliable public transport. Of course, there is no one-size-fits-all approach to local bus services. That is particularly the case in rural areas such as West Dorset, where there can be additional challenges to running a good local bus service. The Bus Services Act 2025 puts decision making into the hands of local leaders across England, including in rural areas, so that they can determine how best to design their services for their communities and have greater control over routes and timetables. As the hon. Gentleman knows, since he was on the relevant Bill Committee, it expands the options available to local authorities, allowing each area to pursue the model of bus service delivery that best suits their needs while safeguarding the needs of passengers. The Act also tightens a requirement around the cancellation of vital bus routes, particularly those relied on by vulnerable and disadvantaged passengers. The Government are committed to monitoring the effectiveness of those measures, including the impact on rural services, with a review five years after their introduction. We will provide meaningful financial support to improve bus networks totalling more than £3 billion over the next three years. That includes nearly £700 million per year for local transport authorities through the local authority bus grant. That funding can be used to support the introduction of new routes; for more frequent services; for safer, better, more accessible bus stops; for new electric buses; and for improved real-time information so that passengers can travel with greater confidence. It could also be used to increase the provision of community transport, for instance. At the end of last year, we published individual multi-year settlements for local authorities under the local authority bus grant for the next three years. As the hon. Gentleman said, those allocations were determined by a new, revised formula. Gone are the days when it was a competitive funding bid—each local transport authority now receives funding. For the first time, the formula considered rurality to ensure that rural areas are not disadvantaged. Other parts of that formula include population size, levels of deprivation and the extent of current bus services. I hear what the hon. Gentleman was saying about not just protecting what is there, but going further and building back. He has my assurance that we will continue to look at that funding formula to make sure that it is the fairest possible way to distribute funding across the country. We have already allocated multi-year settlements for the next three years, so it would be after that period. I am pleased to confirm that Dorset council will receive slightly over £12 million through the local authority bus grant for the next three years. That is nearly £200,000 more per year than the allocation in 2025-26, or roughly a 5% increase. Under the local authority bus grant, local leaders will be able to invest in transport priorities that are right for their area, such as enhancing bus services in rural communities. Alongside the multi-year funding, this Government’s bus reforms are fundamentally about giving local leaders more powers and more choice over how to deliver services. That includes unlocking franchising as an option for all areas. There is no one-size-fits-all approach. Different areas face different challenges because of their geography, population density and demographics. That is why work is under way to provide active support to local transport authorities that wish to explore franchising, particularly in rural areas. The work includes our bus reform and franchising pilot programme, which supports authorities with feasibility assessments for bus franchising. The programme is designed to test different types of franchising model to understand how they could be best implemented to deliver improved bus services for passengers in rural locations. Case studies, guidance and templates from the programme will be shared with other local transport authorities, ensuring that learning is captured and can support other areas considering franchising. These products could be particularly important for small towns and rural communities, including in West Dorset, where members of the community may rely on buses as their only realistic public transport option. We also know that in some areas, traditional stopping bus services may not be viable. We want to encourage local leaders to consider a range of options to deliver better services for passengers. That includes incorporating demand-responsive transport and community transport services into the local transport network. DRT has the potential to improve local transport in areas where demand is more dispersed over longer distances, which makes it harder to provide conventional fixed-route services that meet residents’ needs. Our franchising guidance outlines key considerations for LTAs exploring franchising regarding DRT, including how local bus services integrate with alternative models such as DRT. We have recently published guidance on best practice for local authorities to set up and deploy demand-responsive schemes, from planning and procurement through to launching and sustaining those services. Making bus fares more affordable is one of the Government’s transport priorities because that really matters to passengers. The Government continue to cap single bus fares at £3 on thousands of routes in England, outside London, until March 2027, helping millions of people access affordable travel and better opportunities. That cap can be particularly beneficial for rural passengers, helping to limit the cost of journeys where single fares can otherwise be significantly higher. The Chancellor went further in May, announcing more than £100 million additional funding for the bus sector, to help children travel free this summer, and to continue supporting services. Under the offer, children aged five to 15 will be able to travel free on participating local buses in England throughout August, helping families to get out and about for less, at a time of increased cost of living. Further details will be announced shortly. To pick up on the point about better integration, I draw Members’ attention to a fantastic read—“Better Connected”, the Government’s integrated national transport strategy. That looks at how to dovetail buses with trams, trains, micromobility and active travel. I highly encourage Members to take a look at that, because we recognise the challenges they have mentioned today.

My biggest concern is that we have no electric buses in Yeovil. There is nowhere to charge them because other depots have been shut down. How will we cope with an electric future if First Bus is closing depots?

That will be a commercial decision for First Bus about whether to invest in those services. The option remains for local leaders to consider whether they want to pursue franchising and take greater control over that issue. They could also lift the ban on establishing new municipal bus companies. There are options there. I will continue to work across Government to ensure we get grid connections for future deployment of electric buses. Funding from local authority bus grants and other sources can be used to purchase electric buses. In closing, I reiterate my thanks to the hon. Member for West Dorset for securing this debate, and to the other hon. Members for their interventions. Improving bus services, importantly in rural areas, is central to the Government’s mission to drive growth and opportunity across the country. We know there is more to do, but we are taking meaningful steps to ensure that wherever people live—in a city, rural area or small town—they have access to the reliable, accessible and affordable transport that they deserve. Question put and agreed to.

Sitting suspended.