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This weekend, the clocks go back, and overnight we will be plunged once again into darker and gloomier evenings, but there is another way: we could embrace our wartime predecessors. Winston Churchill set up a system whereby we had lighter evenings all year round. It would cut energy usage, and so cut bills, and would boost the tourism and hospitality sector. Would the Leader of the House consider granting a debate, in Government time, on a proposal that I think would really bring hope into every heart?
I beg to move,
That this House has considered the future of the UK coach industry.
It is a pleasure to serve under your chairship, Mr Turner. A couple of years ago, I was invited to speak at the conference of the Coach Operators Association. Being a reasonably diligent MP, I checked how many mentions of “coach” there had been in that parliamentary Session. There were rather more than I expected. Delving deeper, I found many references to cricket coaches, football coaches, basketball coaches and various issues that hon. Members wished to drive a horse and coach through.
Parliament has been talking about coaches for almost as long as they have existed. In the 1790s, Parliament debated people who leapt on to stagecoaches and, just as they reached the tollgate, jumped off and got on again at the other side, in what seems the short ticketing of the past. In 1839, there was a mention of Dunstable and coaches. A coach proprietor, Mr Johnstone of Dunstable, was worried about taxation on stagecoaches and competition from newfangled railways. I have to report that, unfortunately, the Chancellor was not sympathetic to the plight of stagecoaches. I hope the Minister today will be more so to the modern coach industry.
Coaches have been described to me by many in the industry as a social glue. They are certainly not niche; we see them all around us. They offer flexible, affordable and sustainable transport for millions of people. They take 600,000 children to school every day. One million people take coach trips and tours in the UK each year.
My hon. Friend makes a fantastic point. Cambridge, along the Backs, is often full of coaches. It is important to get across to residents that one big coach stops a lot of small cars. Although we need more coach parking spaces, it is important to think about the environmental benefits that a coach brings.
Coaches also take people to concerts and football matches—Wembley is home to Europe’s largest coach park—and they provide rail replacement services. Importantly, they bring passengers to the door. A railway station might be a little away, but a coach will take passengers to the door of Alton Towers or a National Trust property.
Coaches can be booked to get people anywhere they want to go. They are also important for growth, a defining mission for Governments of all stripes. The coach industry brings £17 billion to the UK economy. When I pitched this debate to the Backbench Business Committee, I compared coaches to the fishing industry, which brings about £1 billion, saying that coaches should feature in as many debates as fish in this place.
Coaches are easy to deploy. There is no need to spend years building railway tracks, for example. Despite all that, coaches remain under-appreciated. Why is that? Surveys show that about a third of respondents think coaches are uncomfortable, outdated and infrequent. That is an outdated view; today’s coaches are comfortable and modern, and often take passengers precisely where they want to go. I think one of the reasons for that view is that they are family businesses and do not necessarily employ public relations folk to talk to us here and get the messages across that they need to. I also think it is down to us. MPs and journalists do not often use coaches in the way that we use trains. There is a good statistic that says that 97% of people have never heard a politician talk about coaches. I hope they are all tuning in today so that we can right that wrong.
Coaches have the potential to bring people to all kinds of tourist destinations and to fantastic seaside areas. We should appreciate them for that.
Within the Department for Transport, there are specific teams for bus and for rail, but not a specific coach team. Might the Minister be willing to comment on that? On that theme, one issue facing the coach sector is that it gets lumped together with other sectors, most noticeably bus, but also HGV.
Having waxed lyrical about coaches, I come to my next question: what is a coach? That might seem a bit odd at this stage, because I think we all instinctively and intuitively know what a coach is: the passengers climb up into it, there is a space for luggage underneath, they sit—there are probably seatbelts—and the coach takes them a reasonable distance. However, in law it is a bit more of a muddle. When granting an operator’s licence for a coach, the Driver and Vehicle Standards Agency mixes coaches and buses together, so coaches cannot be specifically counted. When it comes to accessibility rules, the Department for Transport says a coach is something that passengers sit down in and there are no standing passengers. A coach can even become a bus as it is driving along—it can start being regulated as a coach, but if it picks up and drops off passengers with a 15-mile gap between them, it becomes a bus for that bit of the route, before magically turning into a coach again. When I have asked parliamentary questions on this subject, Ministers cannot reliably tell me how many coaches there are. I do not think it should be down to enthusiasts to be counting them.
As well as not being able to count coaches, we cannot count coach drivers. It is the same issue: the standard occupational classification data used by the Office for National Statistics puts bus and coach drivers together. When I was looking at that dataset, I did the same thing as I did with Hansard and did a keyword search to find out where coach drivers appeared. They were indeed in with bus drivers. Then I looked again at sports coaches, which have their own subcategories of cricket coaches, football coaches, and the like. Why can we not do the same for coach drivers? If we had better data, we would ultimately be making better policy.
While we are on the subject of drivers, we need more of them. There are 5,000 to 10,000 vacancies in the sector at the moment and about a quarter of coach drivers are over the age of 60, so it is a challenge that is likely to get worse. What we need is a plan to get young drivers straight from school into the driver’s seat. Back in 2024, there was a consultation on one of the issues for young drivers. The mileage that young drivers do is limited by law at the moment. For example, if a young driver started off from 10 Downing Street and drove north to No. 10 North, they would only get as far as about Milton Keynes before they had to stop. The Minister has said before that he is looking at the results of that consultation and assessing proposals. Might he be able to give us a timeline for when we might hear more about that? While the Minister is at it, could he also talk to his colleagues in the Department for Education? Yesterday, I received a letter from a Minister about skills bootcamps, but although HGV drivers can use the good funding available in skills bootcamps, coach drivers cannot.
Lumping things together also happens on the path to net zero. Coaches are lumped in with HGVs, rather than buses, although the requirements can be quite different. If an HGV driver stops at a motorway service station, they park, plug in, and away they go, but a coach driver has 50-odd passengers to deal with, all of whom need to be got safely off the coach and into the motorway service station to buy some overpriced sandwiches, so the requirements are very different. A zero emission HGV and coach infrastructure strategy is due soon. Can the Minister assure me that adequate attention will be given to the specific challenges for coaches?
In a recent pilot programme to install charging infrastructure, which was shared between trucks, HGVs and coaches, it turned out that less than 3% of the funding went to the coach sector. Coaches have also been excluded from the van and truck zero emission grants because they are not vans or trucks, and from ZEBRA—the zero emission bus regional areas scheme—because they are not buses.
In dealing with issues around net zero, we need more support for the industry, which is hard to decarbonise, because coaches by their nature go to lots of places and do not necessarily have predictable routes. At the moment, 75% of operators say that they do not plan to buy net zero vehicles. Will the Minister commit to a long-term road map so that the coach industry knows where it is going? Has the low-carbon fuel strategy, which was consulted on back in 2022—some in the industry are still awaiting the outcomes—been lost in the mists of time? Should we be waiting for something else, or will we get some results from it?
Fuel costs are one of the issues that many in the industry are talking about. Because of Trump’s ill-thought-out war in Iran, diesel prices have absolutely rocketed—they are up 46% since February—and that is having a real impact on operators up and down the country. I am sure we will hear some examples of that after I have finished speaking. I know the Minister cannot comment on what is likely to be in the Budget, but would he be willing to talk to some of his Treasury colleagues ahead of the announcement to make the case for the coach industry?
Absolutely. The hon. Gentleman makes the point well. Coach operators normally sell tickets in advance, whether for tours around the country—the brochures are printed perhaps a year in advance, they go through letterboxes, and half the places are filled up by Christmas—or for school transport, for which they bid for a contract from the local authority at a time when they thought the fuel price would be different. Coach UK warns that, without help, some schoolchildren could be left stranded, so I hope the Minister will look into that.
This debate is about the future of the coach industry, which I think is bright. We have a brand-new trade body, Coach UK. Coaches were mentioned in the Government’s “Better Connected” strategy, which many people in the industry were enthused and excited about. Pursuing a closer relationship with our European partners and neighbours might sort out some of the issues that coach drivers face at the border during international travel.
The right hon. Gentleman makes a good point, and I am keen to hear from the Minister when we might hear back from the Government about the consultation that was undertaken.
To make sure the coach industry succeeds as much as possible, we need to make sure that the industry is visible and that the Government really focus on it. That could involve big things like a net zero strategy, and also little things to make coach operators’ lives a bit easier. I cannot understand why, a quarter of the way into the 21st century, coaches still have to display a paper disc on their windscreen showing their operator’s licence when we got rid of all that kind of thing for cars years ago. We might be able to sort out those kind of little bureaucratic things.
I have been bothering the noble Lord Hendy about the new Great British Railways app. Trainline—other apps are available—allows users to toggle between train and coach. The new GBR app ought to be able to do the same thing if we believe in an integrated transport system and in giving people choice. Choosing to travel by coach is often much more affordable.
Coaches are unique and vital. We should celebrate them for what they are, not for what they share with other forms of transport. I am convinced that they will continue to adapt as we move into the future. On that note, I wish everybody a happy National Coach Week.
A wide range of issues have been raised today: accessibility, driver recruitment, planning, international travel and, perhaps most of all, fuel. What struck me about today’s debate was the wide range of local coach companies that were mentioned and how this is really all around the country, in England, Scotland, Wales and Northern Ireland. We have had a magical mystery tour all around the UK, and I think the coach sector should perhaps adopt the slogan, “Everything you need, satisfaction guaranteed”.
Question put and agreed to.
Resolved,
That this House has considered the future of the UK coach industry.
I recently met Paul Hughes, who proudly showed me his AI-enabled heat battery boiler. I am delighted that the Government have made that tech eligible for the boiler upgrade scheme. Would the Minister consider speaking to Treasury colleagues about this technology being part of the energy-saving materials VAT relief framework?
I was somewhat confused about the concept that after the period of seven months had elapsed the decision was then given to the Chair of the Liaison Committee, when the Speaker would have already deemed that that individual was entitled to leave from the House generally. I wonder whether the Leader of the House could provide clarification on why that decision was taken.