Representing Community Transport at the Transport Committee

This week, I had the privilege of representing the Community Transport Association members at the Transport Committee’s ongoing inquiry, Buses Connecting Communities. The inquiry is investigating how areas have responded to bus service cuts, particularly through Demand Responsive Transport (DRT) and community transport solutions. It was a valuable opportunity to highlight the vital role of community transport (CT) and ensure that the voices of our members were heard at the heart of government.

During the discussion, I highlighted how community transport has been bridging transport gaps since the 1960s, providing lifeline services for those who cannot access mainstream public transport. I emphasised that many of the models currently being explored within DRT have long been established by CT operators, who have years of experience in delivering demand-responsive services. What is new is the role that technology is playing. AI-driven journey planning offers potential benefits, but I raised concerns about the risks of digital exclusion for passengers and the cost barrier for community transport operators. As CT serves those who face the greatest transport barriers, I stressed that an approach that ensures booking and accessibility processes are easy to use and considerate of individual needs must remain a priority. While technology can enhance efficiency, it should never replace the personal support that many CT passengers rely on.

One of the key points I raised was the growing demand for CT. In 2024, 83% of operators reported increased demand, driven by the decline of conventional bus routes, an ageing population, and the rising cost of other modes. However, I highlighted that funding remains a major challenge. Many services rely on local authority support, yet budget constraints mean that CT is often an afterthought rather than a core component of transport planning. I urged for a shift in approach, advocating for Local Transport Authorities to have dedicated CT officers to integrate CT into transport strategies effectively. Additionally, I called for a national funding stream that recognises CT as an essential service rather than an optional extra.

I also spoke about the importance of anchor income—a critical income source that underpins the viability of multiple interconnected services. Many CT operators rely on a combination of funding streams, including home-to-school transport contracts, local authority grants, group hire schemes, and concessionary fare reimbursements. I pointed out that these different elements create a delicate balance that keeps services running. If one critical stream of income is reduced or removed, the entire model may become unsustainable. I made it clear that funding decisions must take a holistic approach ensuring that the loss of one element does not lead to a domino effect that weakens the entire community transport operation.

Another significant issue I discussed was the decline in volunteer recruitment. Volunteers are the backbone of community transport, yet recruitment has become increasingly difficult. I raised concerns about the ongoing challenges surrounding the D1 driving licence requirement, which has been a major barrier. Since 1997, new drivers have not automatically received a D1 entitlement, meaning paid drivers without the automatic D1 must take costly and time-consuming additional tests. I stressed that this has led to a shrinking pool of qualified drivers both paid and volunteers, exacerbating the strain on CT operators. Without urgent reform to D1 regulations, many operators will struggle to maintain their current level of service, further impacting transport availability in local communities. I also highlighted how volunteer shortages, combined with these licensing restrictions, threaten the sustainability of community transport services.

I further addressed accessibility challenges. While 76% of CT minibuses are wheelchair accessible, I highlighted the difficulties associated with transitioning to electric vehicles. Electric minibuses are heavier than their diesel equivalents due to the battery adding between 600kg and 1000kg. I explained that the implications of this are that it limits the payload of the vehicle, meaning a 16-seat vehicle may only be able to accommodate between 12 and 14 passengers. Beyond vehicle accessibility, I reinforced the point that CT’s approach includes the human element of support, ensuring passengers receive the assistance they need.

The need for investment

The long-term sustainability of community transport could be strengthened with a clear and well-structured investment strategy. I stressed that current funding is often short-term and fragmented. I made the case for a national, multi-year funding programme that:

• Recognises CT as a core part of the public transport system
• Provides capital investment for accessible and electric minibuses
• Supports operational funding to maintain and expand services
• Encourages integration with mainstream transport
• Protects anchor income sources to prevent service closures
• Addresses workforce sustainability through D1 licence reform and volunteer support

I emphasised that a strategic approach is needed—one where CT is embedded into local and national transport plans. This means ensuring cross-sector collaboration, fostering long-term partnerships, and implementing clear national policies that safeguard the role of CT.

Ultimately, this inquiry provided an important opportunity to raise the profile of community transport within government. I made the case that by taking a structured approach to investment and recognising the interconnectivity of services, policymakers can ensure that CT continues to thrive and provide essential mobility solutions for the communities that need them most.

We will be following the work of the committee as it moves forward and will be utilising the outcomes to support our ongoing work with government and with regional and local transport authorities.

I also want to thank our members who have shared their experiences and stories over the last few weeks in preparation for the inquiry. At CTA, we are member-led and are committed to ensuring that we represent your views. I hope that you see your comments reflected within the evidence session.

A special thank you to Natasha and West Norfolk Community Transport for attending on the day and providing moral support.

Please do take the time to watch the session here. A transcript will be provided on the site shortly, so you will be able to review the sections that are most relevant to you. You can also read our initial written response to the committee's call for evidence here.