Guidance

Creating and managing a bus network accessibility plan

Published 28 August 2026

Applies to England

All local transport authorities (LTAs) in England must publish an initial bus network accessibility plan (Bus NAP) by 1 April 2027.

A Bus NAP covers any services with at least one stop in an LTA’s area and must:

• describe existing features of the bus network which support disabled people to use local bus services
• assess the extent to which features of the network enable disabled people to travel independently, safely and in reasonable comfort
• describe any action that the authority plans to take to improve the accessibility of bus services in their area

Authorities must review and update their Bus NAP at least once every 3 years, or sooner if there is a substantial change to the provision of local services.

This guidance:

• explains what LTAs must do to comply with their legal requirements
• provides advice on the key principles to support LTAs throughout the development lifecycle of a Bus NAP

You can find a template which you should use to create your Bus NAP on the GOV.UK page for this guidance.

Introduction

An accessible, integrated transport network is central to the government’s commitment to breaking down barriers to opportunity.

As set out in Better Connected: a strategy for integrated transport, integration means designing the transport system around how people make end‑to‑end journeys, so services, information and interchanges work seamlessly together. An accessible bus network is fundamental to making this ambition a reality.

According to the latest Family Resources Survey, there are around 16.8 million disabled people in the UK – around one quarter of the population. Disabled people often depend more than others on local passenger transport services to undertake journeys where the built environment does not meet their needs or alternative modes are unavailable.

Accessible local transport services are therefore essential to enabling independent travel, and should be planned, delivered and kept under review in a way that anticipates disabled passengers’ needs from the earliest stages of design through to implementation and evaluation.

Overview

The Bus Services Act 2025 introduced a requirement for local transport authorities (LTAs) in England to publish bus network accessibility plans (Bus NAPs) with a view to improving the accessibility of local bus networks for disabled people.

Bus NAPs provide a clear and consistent means for authorities to review the accessibility of local bus services in their area, including measures provided specifically to support access, and to highlight steps that they will take to improve it further.

In so doing, they should serve 2 purposes.

1. Bus NAPs can act as a valuable source of information for disabled passengers, helping them understand the features of the local bus network that enable them to make the journeys they need and want to make.

2. Bus NAPs also provide a framework for holding LTAs accountable for assessing how well local bus networks meet the needs of disabled people with a diverse range of access needs and for setting out the actions they will take to improve accessibility.

In addition, authorities have legal duties under the public sector equality duty (PSED), and the development of a Bus NAP provides an opportunity to consider whether the needs of disabled people are met.

This guidance supports authorities when developing new, or reviewing existing, Bus NAPs. It provides detailed advice on the statutory framework and key principles, co-design and consultation, scope-setting, identification and assessment of accessibility features and how authorities should identify, describe and monitor future accessibility improvements.

The guidance explains what LTAs must do to comply with their legal requirements and includes a non-exhaustive list of examples of potential interventions that authorities may consider as part of developing or reviewing their Bus NAP. These are intended as baseline expectations, not a limit on ambition.

LTAs are therefore encouraged to go further and be bold in adapting new and innovative technologies and means for greater accessibility – in partnership with disabled people.

While this guidance is an aid to understanding the requirements for Bus NAPs, it should be read alongside the relevant legislation, section 113BA of the Transport Act 2000. Nothing in this guidance is intended to be legal advice and authorities should seek appropriate legal advice on their compliance with the legislation where necessary.

Authorities should follow this guidance when preparing or reviewing their Bus NAPs to support a consistent approach across the country and to maximise policy benefits. Where authorities choose to take a different approach, they should clearly explain their reasons and, before doing so, consult with disabled people and relevant organisations.

Summary of requirements for LTAs

This section provides a high-level summary of what LTAs must do, by when and what a good Bus NAP looks like.

You can read more about what LTAs need to do to meet legislative requirements in the sections below.

Publish a bus network accessibility plan

LTAs in England must publish their first Bus NAP by 1 April 2027.

It must cover any services which have at least one stop in their area.

The Bus NAP must:

• describe existing features of the bus network which support disabled people to use local bus services
• assess the extent to which, in the authority’s opinion, features of the network enable disabled people to travel independently, safely, and in reasonable comfort
• describe any further action (if any) that the authority plans to take to improve the accessibility of bus services in their area

You can find a template which you should use to create your Bus NAP on the GOV.UK page for this guidance.

Keep the plan under review

Authorities must:

• review and update their Bus NAP at least once every 3 years
• review and update the plan sooner where there is a substantial change to the provision of local services in the authority’s area

Authorities may also update or replace the plan at any other time if they consider it appropriate.

Consultation requirements

When preparing and reviewing their Bus NAP, authorities must consult:

• disabled people who are users or prospective users of local bus services, or organisations representing them
• operators of local bus services in the authority’s area
• any other people or organisations the authority considers it appropriate to consult

In addition to the bodies that authorities must consult, we would recommend that they consult other government bodies that have responsibility for transport policy and provision, such as highways authorities.

Publish the plan accessibly

Authorities should:

• publish the Bus NAP in an accessible digital format
• make the plan available, free of charge, in alternative accessible formats, such as Braille, audio or Easy Read
• provide clear, user-friendly information for disabled passengers, including a short passenger‑facing summary (for example an accessible webpage and leaflet) highlighting key accessibility features and planned improvements

What a good plan looks like

To meet the intent of the legislation and produce a credible and effective Bus NAP, LTAs should:

• work with disabled people throughout the development and review of their Bus NAP, including through a genuine co‑design approach, rather than relying solely on statutory public consultation
• take a whole journey approach, considering accessibility across the entire bus journey – from planning and preparing to accessing and using services and complaining when things go wrong
• assess the bus network systematically, drawing on clear evidence, engagement and a consistent methodology for identifying strengths, gaps and priorities
• be transparent about decisions and trade‑offs, including actions considered but not taken, and the reasons for those decisions
• clearly distinguish between:
  • commitments - specific actions with defined timescales
  • ambitions - longer‑term goals where delivery depends on future decisions or funding

What the plan should enable

A compliant and effective Bus NAP should:

• provide a clear and objective picture of how accessible the local bus network is
• enable accountability by showing what will improve, by when, and how progress will be tracked
• act as a practical and accessible source of information for disabled passengers
• support alignment with wider local transport plans, policies and delivery, including franchising and enhanced partnership arrangements where relevant

Pre-publication and review assurance checks

Before publishing or updating a bus network accessibility plan, authorities should assure themselves that:

• the plan covers the authority’s area accurately and is clear on how it applies to different parts of the local bus network
• disabled people and their representatives, and bus operators, have been meaningfully engaged, and the plan reflects how their input has informed assessments, priorities and decisions
• accessibility has been assessed across the whole journey, with an objective description of current levels of accessibility, strengths and remaining barriers
• the plan clearly sets out actions and priorities and explains how these have evolved since previous published Bus NAPs
• arrangements are in place to monitor progress on achieving commitments and ambitions that are described in the plan and update the plan, including following substantial changes to the local bus network
• disabled passengers can access and understand key information, including through an accessible publication format and a clear passenger-facing summary
• the plan and any planned improvements are consistent with the authority’s public sector equality duty

Proportionality and the first Bus NAP

We recognise that authorities will have a limited period between publication of this guidance and the statutory deadline for publication of their first Bus NAP. Authorities may therefore need to take a proportionate approach when determining the level of detail, evidence gathering and engagement activity that can reasonably be undertaken for the first iteration of the plan.

However, a proportionate approach relates to the depth of assessment, not its scope. Authorities should seek to consider the accessibility of the local bus network as a whole, including all relevant network components and all stages of the passenger journey described in this guidance. A proportionate approach should not be interpreted as focusing only on selected parts of the network or on particular accessibility barriers.

Where time, evidence or resource constraints mean that some aspects of the assessment cannot initially be explored in as much detail as the authority would wish, the authority should be transparent about any limitations, assumptions or evidence gaps. Authorities should explain how these gaps will be addressed through future reviews of the plan and through ongoing engagement with disabled people and organisations representing them.

Authorities may also choose to review and update their first Bus NAP before the statutory review deadline.

Applying the social model of disability

In this guidance, we use the term ‘disabled people’ in line with the social model of disability. This reflects the understanding that people are disabled not by their impairments, but by the physical, organisational, attitudinal and information barriers created by society.

While the Bus Services Act 2025 and related legislation use the term ‘persons with disabilities’, both terms are intended to refer to the same population for legal purposes – namely people who meet the definition of disability set out in section 6 of the Equality Act 2010.

The Equality Act definition provides an important legal framework. However, the social model goes beyond legal status and focuses attention on the role of decision‑makers, service designers and providers in creating or removing barriers. Under this approach, barriers may arise from factors such as inaccessible vehicles or stopping places, inconsistent assistance, poor information, service design assumptions, or inflexible operational practices. These barriers can prevent disabled people from travelling independently, safely and with dignity, even where services technically meet minimum legal requirements.

A wider range of people may also encounter barriers when using local bus services, including older or younger people, pregnant women, and people with temporary injuries, illnesses or fluctuating conditions. The social model recognises that access needs are not fixed or exceptional, and that transport systems designed to be inclusive from the outset are more likely to work well for everyone.

Authorities, should, therefore, take an anticipatory approach, considering how local bus services can be planned, delivered and monitored in ways that minimise barriers and promote independent, safe and comfortable travel for all users.

Applying the social model of disability shifts the focus from individuals’ impairments towards the accessibility and inclusiveness of the transport system as a whole. LTAs and operators should use this approach when developing, assessing and reviewing policies, services and investment decisions, not asking ‘What is wrong with the passenger?’ but rather ‘What barriers does the system create, and how can they be removed?’

Bus NAP lifecycle

Table 1: Bus NAP lifecycle

This table sets out the main stages involved in the development of a bus network accessibility plan and in the review of an existing Bus NAP. It summarises the activities authorities are expected to undertake at each stage of the process and should be read alongside the respective sections of this guidance.

Stage	Developing first Bus NAP	Reviewing existing Bus NAP
Co-design	Establish or identify body of stakeholders with whom to develop the Bus NAP.	Establish or identify body of stakeholders with whom to review the existing Bus NAP.
Scoping	Work with stakeholders to agree the outline content of the Bus NAP.	Work with stakeholders to review the structure of the existing Bus NAP and to identify what aspects should be retained or amended.
Identification of accessibility features	Work with stakeholders to identify local bus network features which support disabled people to travel, how they are used or accessed, and what information the Bus NAP should include about them.	Work with stakeholders to review the existing list of local bus network features which support disabled people and amend it as necessary.
Network accessibility assessment	Review with stakeholders the extent to which individual network features, and the network as a whole, support disabled people to access local bus services independently and in safety and reasonable comfort.	Review with stakeholders how the individual network features, and the network as a whole, support disabled people to access local bus services independently and in safety and reasonable comfort. Then determine how this level of support has changed since the previous Bus NAP review or the original publication. This review should include the impact of any network features that have been added or withdrawn.
Identification of future actions.	Work with stakeholders to identify features of the network whose accessibility could be improved, and potential actions to remedy them. Then identify a forward look to a range of actions that the authority will deliver on.	Work with stakeholders to identify features of the network whose accessibility could be improved, and potential actions to remedy them. Then review the existing forward look of actions and amend it as necessary.
Consultation stage draft Bus NAP	Prepare a consultation-stage draft Bus NAP, informed by the evidence gathered and engagement undertaken.	Use the existing Bus NAP as the foundation for a consultation stage draft Bus NAP, drawing in the evidence collected and engagement undertaken during the review.
Consultation	Consult on the consultation stage draft Bus NAP consistent with Bus NAP guidance. Sufficient time should be allowed for stakeholders to engage with the new proposed Bus NAP.	Consult on the consultation stage draft Bus NAP consistent with Bus NAP guidance. The consultation period for Bus NAP reviews can be shorter than for new Bus NAPs, given that some stakeholders will already be familiar with it.
Consultation review and redrafting	Review consultation responses with stakeholders and make relevant changes to the consultation stage Bus NAP to produce the substantive Bus NAP.	Review consultation responses with stakeholders and make relevant changes to the consultation stage Bus NAP to produce the substantive Bus NAP.
Publication and promotion	Publish the Bus NAP and bus network accessibility guide consistent with Bus NAP guidance and promote it through diverse internal and external communications channels to spread awareness of it.	Publish the Bus NAP and bus network accessibility guide consistent with Bus NAP guidance and promote it through diverse internal and external communications channels to spread awareness of it.
Ongoing review	Ensure that systems are in place to identify substantial changes to the local bus network triggering the need for a statutory Bus NAP review.	Ensure that systems are in place to identify substantial changes to the local bus network triggering the need for a statutory Bus NAP review.

Co-design and consultation

Overview

When preparing, reviewing, or changing a Bus NAP, LTAs have a statutory duty to consult with:

• local bus operators
• disabled users or potential users, or their representatives
• other relevant stakeholders

This duty mirrors requirements for enhanced partnership schemes and franchising schemes.

Bus NAPs must provide a credible picture of local bus service accessibility within a given area. Consultation with people and organisations affected by the network or the authority’s interventions is important for maintaining that credibility.

Authorities may consolidate consultation and co-design activities, especially when proposing or amending enhanced partnership schemes or franchising schemes that trigger a Bus NAP review. If combined, all activities should adhere to the principles outlined in this guidance.

Co-design and consultation serve different purposes and authorities should do both.

Co-design fosters stakeholder ownership and early input, avoiding surprises at consultation. Even after co-design, consultation is vital to engage more stakeholders and ensure no issues are overlooked. Consultation also increases transparency about the authority’s decisions.

Co-design

While set‑piece consultation can help Bus NAPs reflect a range of user experiences, authorities should adopt a co‑design approach and work with key stakeholders throughout the development or review process.

Bus NAPs should support LTAs to assess bus network accessibility transparently and identify ways to improve it. Co-design ensures that disabled people, operators, and other stakeholders are involved early, helping authorities understand real needs and develop practical solutions. This builds trust and buy-in, making Bus NAPs effective tools for achieving user-centred progress, transparency and accountability.

When authorities adopt a co-design approach to developing or reviewing their Bus NAPs, they should have regard to the consultation principles highlighted below, as well as the following principles of co-design and the ladder of participation:

• set out the scope of the engagement clearly, and agree with participants what can realistically be changed, considering statutory commitments and local priorities
• consider the wider transport system and the principles of integrated transport, and engage with a range of stakeholders to understand the full impact of proposed improvements
• ensure co-design participants are confident their voices matter and that their input genuinely influences decisions
• invest time and resources in building long-term, respectful relationships so that stakeholders feel valued and confident in the process
• communicate clearly and accessibly, providing timely updates in formats that work for participants and explaining how feedback has shaped decisions and what happens next
• ensure any engagement activities and events are accessible and inclusive
• remunerate ‘experts by experience’ participants for their time

As a minimum, co-design engagement should include:

• disabled ‘experts by experience’, representing a range of access needs and both visible and less visible impairments, and organisations that represent them - the authority should also consider differences in need within impairment categories and the intersection with other protected characteristics, such as age
• bus operators providing services within the area covered by the Bus NAP
• passenger representatives
• authority officers responsible for the development and implementation of bus network policies
• local authority elected members with responsibility for relevant policy areas and their overview and scrutiny, for example, transport planning, health and adult social care portfolios

Consultation

Local transport authorities must consult as part of the process of developing or reviewing Bus NAPs.

Consultation provides an important safeguard, helping to ensure that key stakeholder perspectives have not been missed at earlier stages and that the proposed Bus NAP is accurate and adds value.

Authorities should undertake consultation in a way that is consistent with the Gunning Principles. In summary, those principles are that:

• consultation should occur when proposals are at a formative stage
• consultation should give sufficient reasons for any proposal to permit intelligent consideration
• consultation should allow adequate time for consideration and response
• there must be clear evidence that the decision maker has considered the consultation responses, or a summary of them, before taking its decision

In addition to the Gunning Principles, authorities should provide feedback to consultees on how their feedback has or has not been adopted.

The Bus Services Act 2025 gives authorities flexibility in consulting disabled people. Where internal access groups already exist, authorities can use them to inform their consultation approach. Regardless, authorities should consult to understand the views of people and organisations representing a wide range of local disabled experience. Specifically, consultation should enable authorities to:

• consult with local disabled people of different ages, including non-users of bus services, and relevant local organisations
• only engage solely with national organisations if local engagement is not possible
• gather input from individuals with a variety of impairments, including people with physical, sensory, cognitive, learning, mental health, chronic conditions, and neurodiversity, covering both visible and less visible impairments
• make consultation materials accessible, offering documents in digital and hard copy formats, and consider in-person engagement to boost participation

LTAs should be mindful that some respondents may need additional time to access the materials. Making reasonable adjustments will facilitate the full engagement from disabled people who would otherwise be unable to do so.

LTAs should set consultation timescales that match the complexity of the proposed change and prior engagement level. Where possible, these can coincide with related consultations, such as new franchising or enhanced partnership (EP) schemes. Authorities using a co-design approach may conduct shorter consultations compared to those that do not. Conversely, longer consultation periods are advisable for new Bus NAPs than for reviews with few recommended changes. In all cases, authorities should seek to ensure that the voices of a wide range of stakeholders affected by transport provision can be heard.

Authorities should publish a consultation report, either within the Bus NAP or separately. The report should detail who was consulted, methods used, main issues discussed, and how evidence shaped the final Bus NAP (both their first Bus NAP and changes made as a result of subsequent reviews). It should also clarify which suggestions were accepted or rejected, with reasons provided. This supports transparency, accountability and trust with stakeholders.

Timing and application

LTAs in England must publish a bus network accessibility plan (Bus NAP) in relation to their area within 1 year of the requirement coming into force.

Section 113BA of the Transport Act 2000 entered into force on 1 April 2026 and applies to all LTAs from that date onwards.

In practice this means that all authorities must publish their first Bus NAP by 1 April 2027 at the latest.

The requirement applies only to authorities in England.

Further guidance on preparing an initial Bus NAP can be found in the section on proportionality.

The requirement to publish a Bus NAP is at section 113BA of the Transport Act 2000.

Scope

Before undertaking any analysis, authorities should work with stakeholders to establish the scope of the Bus NAP. In doing so, some elements will be determined by law, but others will be at the discretion of authorities. LTAs, however, should set the scope in a way that maximises the benefits of the Bus NAP for both authority officers and stakeholders.

The Bus Services Act 2025 sets out the minimum legal requirements that all Bus NAPs must comply with. As such, all Bus NAPs must, as a minimum:

• identify existing features of the local bus network which help disabled people to travel
• assess the extent to which local bus service provision enables disabled people to travel independently, and in safety and reasonable comfort
• identify any future accessibility improvements

You can find a template which you should use to create your Bus NAP on the GOV.UK page for this guidance.

Section 21 (2) of the Bus Services Act 2025 refers to ‘Persons with disabilities’ defined per section 6 of the Equality Act 2010 as ‘a person who has a physical or mental impairment, which has a substantial and long-term adverse effect on their ability to carry out normal day-to-day activities’.

As part of the development and review of their Bus NAP, authorities should consider the needs of disabled people in each of the main impairment category groups - physical, sensory, cognitive, learning, mental health, chronic health conditions and neurodiversity.

We consider that, for a disabled person to be able to use a service independently, the functions of the service must be designed and operated such that the disabled person is enabled to use it either:

• on their own
• with the assistance of the companions, carers and assistance dogs they would ordinarily use
• with the support of an employee of the operator or authority where that is the disabled person’s preference

The functions include:

• planning the journey
• purchasing a ticket
• accessing the bus station or stop from adjacent modes or streetscape
• waiting, boarding and alighting the vehicle
• undertaking the journey
• connecting with other modes
• complaining about the service

The phrase ‘in safety and reasonable comfort’ is already in common use in legislation, such as the Public Service Vehicles Accessibility Regulations 2000 (PSVAR) and is intended to have its usual meaning.

We would expect as a minimum, however, that to be able to travel ‘in safety and reasonable comfort’ means being able to travel with at least the same level of safety and comfort as a non-disabled person.

Under the legislation, Bus NAPs must cover the local bus services provided within the authority’s area. This means that authorities should cover the entirety of the geographical area they are responsible for, including route networks within franchising or EP schemes, or not covered by either. Where routes cross administrative boundaries, each authority should still include those services in their own Bus NAP and coordinate with neighbouring authorities on policies to improve accessibility.

Bus NAPs should clearly explain the extent of the area covered, including any sub-divisions, such as areas under franchising or enhanced partnership arrangements.

In practice, the services that should be within scope of the Bus NAP include:

• bus routes registered with the traffic commissioner
• any bus routes which are not registered with the traffic commissioner, but which nevertheless meet the definition of ‘local services’ at section 2 of the Transport Act 1985
• physical infrastructure supporting such bus services, including bus stations, stops and priority measures
• information and ticketing services for the above routes, whether provided by the authority, operators or third parties
• authority and operator policies and procedures concerning services on the above routes, including policies on disability equality training, support for passengers, carriage of mobility scooters, the design of routes, discretionary concessionary travel schemes and others

In this context ‘local bus services’ include local services that are provided using coaches.

Authorities should consider whether including home-to-school services in the scope of their Bus NAP would allow them to make more effective decisions regarding the accessibility of the overall local transport network.

LTAs can also include the following in their Bus NAPs:

• services supporting local bus services, or important to the local transport mix, including demand responsive transport (DRT) and community transport
• long distance coach services where they provide connectivity within the authority’s jurisdiction - connecting conurbations some distance apart, or stopping frequently within an urban area
• connectivity with other modes, such as at railway stations, ports, airports and points of interchange with active travel

While authorities must meet their legal obligations in full, they should set the scope of their Bus NAPs from the outset in close collaboration with relevant stakeholders. This should include disabled people and organisations that represent them. This approach will help them. By developing the scope with key stakeholders, LTAs are more likely to produce a plan which genuinely adds value for the authority and passengers alike.

Identify existing accessibility features

Authorities should start by identifying the accessibility features already in place across the local bus network. Then they should assess how effectively the system enables disabled people to travel independently and in safety and reasonable comfort.

These may be features designed specifically for disabled people or aspects of the service with a general purpose, but which may nevertheless assist disabled people to travel.

The network’s components should be reviewed systematically as recommended in the section on assessment of impact below.

Authorities should take a whole-network approach, looking at how accessible journeys work end to end. This means that LTAs should consider all aspects of bus service provision, including community and demand responsive transport services, that support disabled passengers and how they integrate with other elements of the wider transport system that sit within the authority’s remit.

When considering a passenger’s whole journey, authorities should look at all aspects involved in planning and making a bus journey. However, they do not need to consider wider issues outside this scope, such as the general streetscape beyond bus stops and stations.

Authorities should assess how each feature works alongside others. This can include, for example, accessing a bus station or stop from adjacent modes or streetscape, accessible interchange and other intermodal infrastructure, and how active travel options connect with the bus network to support independent travel.

The main objective at this stage of Bus NAP development is to identify and describe features which assist disabled passengers, and not simply to list them.

For each feature, authorities should briefly explain its purpose, how it supports disabled users (for example, physical access, accessible information, travel assistance), and note any specific access requirements, such as whether it is available on any vehicle or only upon contacting an operator.

Authorities should use a simple graded scale (such as ‘Pilot’, ‘New’, ‘Fully implemented’) to indicate the maturity of each feature, without evaluating effectiveness. This standardises information presentation and provides a clear overview prior to further analysis.

Besides including this in their Bus NAP, LTAs should also provide a bus network accessibility guide – a user-friendly summary of the features and services that support disabled people to travel. For more information, see the section on Publicising the Bus NAP.

Assessment of impact

After authorities have identified what accessibility features already exist specifically to support disabled people to use bus services, they should assess thoroughly and credibly the extent to which individual network components, and the network as a whole, enable disabled people to travel independently and in safety and reasonable comfort. When undertaking their analysis, authorities should:

• describe current accessibility provision for each network component, referring back to features already identified in the previous section and to other features which affect passenger experience - where accessibility of a given component differs across the network, authorities should describe the nature of that range and its impact on transport users
• summarise available data sources and evidence, including operator data, audits, surveys, and feedback from consultation or co-design with disabled passengers
• outline how each component meets the needs of disabled people taking a pan‑disability approach and recognising that travel barriers cut across different impairments and should not be considered in silos
• analyse how well current features meet these needs, highlighting achievements and gaps and noting any interdependencies with wider network components
• provide an overall accessibility rating for each component, using the recommended 6-point scale and explaining the rationale for the rating
• summarise findings at a network-wide level, identifying systemic issues, areas of good practice, and priorities for improvement

As part of their assessment, authorities should describe the needs of disabled people regarding each identified network component. As a minimum, authorities should consider disabled people’s needs in each of the main impairment category groups – physical, sensory, cognitive, learning, mental health, chronic health conditions and neurodiversity.

When undertaking their assessment, authorities should also consider risk and prevalence of transport-related social exclusion.

See the section on the Bus Services Act 2025 for more information regarding the meaning of ‘independently and in safety and reasonable comfort’.

When conducting their assessment, authorities should engage with both disabled passengers and potential passengers who may currently be prevented or discouraged from using bus services due to perceived or actual lack of accessibility. This will help to better understand existing barriers and gain insight into potential options for addressing them.

Accessibility rating: recommended 6-point scale

LTAs should provide an overall accessibility rating for each network component and for the network as a whole, for example:

• information and journey planning

• ticket purchasing and concessionary travel

• network design and service availability

• bus stations and stops and access to them

• signage and at-stop information

• driver training and passenger support

• vehicle design and use

• disruption to services

• interchange with other modes

• complaints and redress

This list is not exhaustive, and authorities may include other network components. Examples of assigning an overall accessibility rating to a network component are provided below.

Table 2 – accessibility ratings with indicative accessibility level of components and the overall network

Ratings based on the extent to which network components provide for independent, safe and comfortable travel by disabled people with a range of access needs.

Rating	Accessibility level of features
0	All features of the component provide inadequate support.
1	Most features of the component provide inadequate support, while some provide at least adequate support.
2	Most features of the component provide at least adequate support, but some still provide inadequate support.
3	All features of the component provide at least adequate support.
4	Most features of the component provide good support, but some still provide adequate support.
5	All features of the component provide good support.

We would suggest that for a level to be achieved, it must be achieved for disabled people in each of the main impairment category groups - physical, sensory, cognitive, learning, neurodiversity, mental health and chronic health conditions.

Examples of assigning an overall accessibility rating to a network component

Component: Bus stops

Feature: At-stop live information.

Inadequate provision

• Information does not meet the needs of disabled people with certain categories of impairment.

Example: It is provided only visually, and audible information is not available for those who cannot see or understand a visual display.

• Information is considered to be unhelpful or insufficient by disabled people with certain categories of impairment.

Example: Feedback suggests that audible announcements do not contain the information necessary to enable visually impaired passengers to identify their desired service.

• Information provision does not comply with government guidance or industry best practice, such as the RTIG guidance on inclusive passenger information.

Example: Text is too small to comply with guidance recommendations.

Adequate provision

• Information is accessible to disabled people with all main categories of impairment.

Example: Live information is provided visually, audibly and through accessible online media.

• Information is considered by disabled people with all categories of impairment to support them to make journeys.

Example: Feedback suggests that visual, audible and accessible online information contain sufficient details to enable disabled passengers to identify their intended service and when it will arrive.

• Information provision complies with minimum government guidance and industry best practice recommendations for an inclusive service.

Example: Minimum expectations for information visibility, audibility and discernability are met.

Good

• Information tailored for disabled people with particular categories of impairment.

Example: The content of audible information is developed with local visually impaired people, or online information is provided through apps or websites that support disabled people to access it in a way which better meets their individual needs. Information is considered by disabled people to encourage them to make journeys, or to significantly improve their experience of travelling by bus.

Example: Feedback suggests that visual, audible and accessible online information is of a design and quality that that anticipates the information needs of different passengers, and which actively encourages their use of local bus services.

• Information provision exceeds the minimum expectations of government guidance and industry best practice.

Example: Live information provision prioritises accessibility, promoting access by a wider range of passengers, such as using clearer or larger text, or audible information which is more responsive to individual need.

Analysis methodology

Authorities may choose any methodology to assess how bus networks serve disabled travellers, but the analysis should be thorough and credible. A ‘whole journey’ approach should be used, considering if needs are met at each of the following stages:

• information and journey planning
• ticketing
• accessing stops or stations from adjacent modes or streetscape
• waiting at stops or stations
• boarding
• on board
• alighting
• connecting with other modes
• complaining and seeking redress

Read this research on the accessibility and inclusivity of bus and coach services for more information about this approach.

Authorities should use existing data sources, along with results from statutory and non-statutory consultations, to support their analysis. Participation in syndicated surveys like ‘Your Bus Journey’ or the National Highways and Transport Network can provide relevant accessibility measures. Local data sources, such as the Bus Indicator Pilot, concessionary travel data or any other available data, are also valuable.

It is likely that through their analysis, authorities may establish that the available data is insufficient to understand the full impact of certain accessibility features and further research or engagement is needed. In such cases, authorities should clearly highlight identified gaps and assumptions and use insights to plan for future interventions to help close those gaps, such as by including a suitable commitment in their commitment section.

Identify future improvements

Crucially, in their Bus NAPs authorities must provide details of any steps they intend to take to improve the accessibility of their bus network and enable disabled people to travel independently, safely and in reasonable comfort.

When setting out future accessibility improvements, authorities should structure these as a forward programme of actions, clearly distinguishing between different types of intervention over time. They should also distinguish between actions that will be undertaken directly by the authority or by operator or other parties in agreement with the authority.

Authorities should split such steps into 2 categories.

Commitments - specific steps to deliver particular interventions to address accessibility challenges. For example, LTAs may require all currently employed bus drivers to complete the authority’s chosen disability equality training course by a specific date and all new drivers to complete that training before deployment.

Ambitions - longer term intention to work towards a strategic accessibility goal, such as for 95% of bus stops to meet minimum accessibility requirements within 10 years.

Many authorities already have plans or commitments related to improving bus accessibility. When identifying future improvements authorities should not solely rely on existing commitments. Instead, any planned interventions should be clearly rooted in:

• the analysis of impact undertaken in developing the Bus NAP
• the need for change
• options for improvement
• actions that can be committed to in the short, medium and longer term

When specifying their commitments and ambitions, authorities should outline any overarching principles guiding their approach to accessibility improvements. They should then set out specific actions for each network component and include:

• planned interventions rooted in identified needs and gaps
• current status of each action - actions may be grouped by status to highlight immediate priorities
• whether it is a commitment or an ambition, and whether the category has changed following a statutory Bus NAP review
• performance indicators to track progress and measure impact
• timescales for delivery of each commitment or ambition
• integration with other local transport plans and commitments, including EP plans and schemes, franchising schemes and other relevant strategies
• review cycle, indicating when and how progress will be assessed – for example, annually or at statutory Bus NAP review points

Authorities should adopt a strategic approach. They should identify the status of each commitment or ambition, including whether it is:

• already in train
• forecasted for delivery before the next 3-yearly Bus NAP statutory review
• to be delivered in the longer term

Authorities should identify potential accessibility commitments and ambitions through co-design with disabled people, ensuring they reflect real-world experience when using local bus services. LTAs should also briefly note any actions considered but rejected, outlining, where appropriately, the reasons why such decisions were taken, as well as indicating whether respective actions have been dismissed altogether or will be reviewed at a later date.

Authorities should take an active role in promoting and delivering accessibility improvements, even when responsibility for specific measures rests wholly, or in part with other organisations. LTAs should consider how they can use partnership working, influence and existing levers, such as powers to specify requirements as part of EP plans and schemes, franchising powers and funding agreements to promote and facilitate change.

Tables 3 and 4 include a non-exhaustive list of examples of potential interventions that authorities may consider as part of developing or reviewing their Bus NAP.

These are intended as baseline expectations, not a limit on ambition. LTAs are therefore encouraged to go further and be bold in adapting new and innovative technologies and means for greater accessibility – in partnership with disabled people.

Table 3 – examples of commitments

Table 3 provides a non-exhaustive list of example commitments that authorities may choose to identify as part of their Bus NAP. The proposed list is not prescriptive and is intended only to help authorities consider practical responses to the needs identified.

Theme	Commitment	Notes
Promoting good practice	All operators within a franchising or EP scheme required to adopt the Department for Transport Accessibility Charter by a specified date.	The Department for Transport’s Accessibility Charter is due to be published later in 2026.
Vehicle standards	All new and refurbished vehicles required to incorporate a second wheelchair space by a specified date.	A second wheelchair space can relieve pressure on the single statutory space and enable wheelchair users to travel together. Authorities should consider such commitment alongside consideration of the needs of other disabled people, for example, in relation to the position of priority seating.
Vehicle standards	All priority seats to be provided in a distinctive colour scheme by a specified date.	Useful to aid recognition of priority seats and to encourage non-disabled passengers to move when they are required by a disabled passenger.
Vehicle standards	Consistent voicing and style of audible and visible information provision on all vehicles by a specified date.	Useful for providing a single, recognisable ‘brand’ for provision of audible and visible information.
Vehicle standards	Requirement for all small buses on the network to comply with the Public Service Vehicles Accessibility Regulations 2000.	PSVAR only applies to vehicles which carry more than 22 passengers. Extension to smaller buses down to capacity of 17 passengers in addition to the driver would improve accessibility for people in rural areas.
Vehicle standards	AuraCast installed on all vehicles on the network by a certain date.	Auracast is a Bluetooth standard that allows the broadcast of audio, including on board announcements, to people with equipped devices. Hearing aids are increasingly fitted with it, and it could provide a more reliable and personalisable experience for passengers who are deaf or hard of hearing than induction loops do.
Stopping places	Audit stopping place accessibility across the network or a proportion of the network by a specified date and repeat at a specified interval.	Auditing stopping place accessibility allows data to be provided to end users through open data feeds, supporting disabled people to make informed travel choices.
Stopping places	All stopping places with live visible departures information to also include audible departures information by a specified date.	Provision of both audible and visible live departures information helps a range of passengers to travel more confidently.
Stopping places	Commit to retaining hard copy timetable information at stopping places and updating it promptly when timetables change.	Hard copy information is vital for people without access to smartphone technology, including many disabled people.
Policies and training	Require all operators to provide or be a member of a taxi guarantee scheme by a specified date.	Taxi guarantee schemes help wheelchair users to reach their destination even when the wheelchair space is taken.
Policies and training	Implement network-wide standards for driver support for disabled passengers by a specified date.	A single set of requirements helps ensure disabled people receive consistent support wherever they travel. For example, operators might be asked to adopt the RNIB Bus Charter on the support provided to visually impaired passengers.
Policies and training	Implement a network-wide disability equality training package and require all operators to use it by a specific date.	Sets consistent expectations for operator staff across the whole network.
Policies and training	Network-wide recognition of assistance cards by a specific date.	Assistance cards help some disabled people to communicate their needs to transport staff.
Policies and training	Require all operators to accept carriage of mobility scooters consistent with the DfT/Confederation for Passenger Transport (CPT) code of practice on carriage of mobility scooters, by a specific date.	The code of practice guides operators on which mobility scooters can be carried safely and how to train their users to board, alight and travel in safety.
Policies and training	Provide travel training for disabled people new to using bus services or to support use of new or upgraded infrastructure.	Travel training can help disabled people travel with greater confidence, particularly where new infrastructure has been provided, disrupting their usual journey approach.
Information and complaints	Require operator websites and mobile applications to meet minimum accessibility standards consistent with those for public sector digital content, by a specific date.	Digital accessibility is essential for ensuring all passengers can access online information and services, such as timetables, live departures and ticketing.
Information and complaints	Implement a single complaint handling service for the network and require all operators to use it by a specific date.	A single approach to complaints could make it easier for passengers to seek help and obtain redress.
Information and complaints	Establish a network-wide helpline staffed throughout hours of bus service operation by a specific date.	Provision of a helpline could support passengers during periods of disruption, giving them more confidence to travel at any time of the day.
Future planning and engagement	Specify any research or engagement that will be undertaken, and by when, in order to fill remaining information gaps or identify further actions for potential implementation.	Authorities might identify areas of focus which will be relevant ahead of the next statutory Bus NAP review.

Table 4 – examples of ambitions

Table 4 provides a non-exhaustive list of example ambitions that authorities may choose to identify as part of their Bus NAP. The proposed list is not prescriptive and is intended only to help authorities consider practical responses to the needs identified.

Theme	Ambition	Notes
Vehicle standards	Aim for all buses on the network to meet a standard of consistent accessibility requirements above and beyond what is required by law by a specified date.	Ensures that all vehicles on the local bus network meet minimum accessibility requirements regardless of their size.
Stopping places	Specified proportion of stopping places to comply with accessibility best practice by a given date.	Upgrading stopping places consistent with best practice and (once published) statutory guidance, improves the accessibility of the overall bus network.
Policies and training	Implement a network-wide disability equality training package and aim for all operators to have adopted it by a specified date.	Sets consistent expectations for operator staff across the whole network. An ambition may be more appropriate where there is no franchising or EP scheme.
Future planning and engagement	Set KPIs for future Network accessibility, such as the number of journeys by disabled people, or disabled passengers’ satisfaction with service accessibility.	Setting target KPIs could demonstrate the authority’s ongoing commitment to improving accessibility and provide a means of showing progress from one Bus NAP review to the next.

Statutory consultation

When developing or reviewing a bus network accessibility plan, LTAs must consult with operators of local services, disabled people who are users or prospective users of those services (or organisations representing them) and any other persons the authority considers it appropriate to consult.

Read the section of this guidance on co-design and consultation for detailed guidance on consultation requirements, including who to consult, how to conduct consultation and expectations around accessibility and timescales.

The Bus NAP consultation requirements are at section 113BA of the Transport Act 2000.

As set out in that section, while authorities must comply with their statutory consultation duties under section 113BA (6) of the Transport Act 2000, we strongly recommend that they also adopt a co‑design approach to the development or review of Bus NAPs. Co‑design can help ensure that plans reflect real‑world experience, support stakeholder confidence and ownership and lead to more credible and effective outcomes.

Review and revision

Authorities should regularly review and revise their Bus NAPs to ensure they remain accurate, up to date and responsive to changes in local bus services and accessibility needs.

Bus NAPs are living documents that reflect current local services and plans to improve accessibility. Legislation requires regular review and updates, including after major changes in local service provision or at least every 3 years.

LTAs must review their Bus NAP at least every 3 years, or sooner if substantial changes are made to the local bus network.

Bus NAPs are living documents that show current local service delivery and planned accessibility improvements.

We consider that a ‘substantial change’ includes:

• introduction of a new franchising or enhanced partnership scheme
• substantial change to an existing franchising or enhanced partnership scheme – for example, to the area covered, or to the requirements placed on operators within it
• significant changes to the passenger offer, such as the introduction or withdrawal of a significant proportion of routes, significant change to fleet composition or standard vehicle design, new ticketing services or changes to discretionary concessionary travel entitlements and the redevelopment of major points of interchange or the adoption of network-wide bus stop designs

When formally reviewing Bus NAPs, authorities should consider all aspects of the plan, including updated data, service changes, local developments and feedback from stakeholders, especially disabled passengers and their representatives, as well as any information from complaints or redress mechanisms.

When reviewing their plan, authorities should also reflect progress against previous commitments, identifying actions that have been completed, those still in progress, and any barriers to delivery. Authorities should use this opportunity to reassess priorities and identify new actions where gaps remain.

It is important that authorities also maintain a clear record of changes, including transparency on commitments added, amended, or removed, and the reasons for these decisions. This will help demonstrate accountability and provide clarity for stakeholders.

Following review of their Bus NAP, authorities must update the plan. They may also choose to update or replace it at any other time.

Requirements for review and replacement of Bus NAPs are at section 113BA of the Transport Act 2000.

Publicising the Bus NAP

Authorities must publish their Bus NAPs and update them as needed after statutory reviews. The full Bus NAP should appear in each authority’s local transport plan. If timing prevents this, it can be released separately and later included in the local transport plan when schedules permit.

Bus NAPs should be published in an accessible digital format, consistent with the authority’s digital accessibility legal requirements. They should also be made available, free of charge, in alternative accessible formats, such as Braille, audio and Easy Read. The co-design process could help authorities identify the most important formats to prepare, and to gauge demand for them.

Bus NAP publication should be promoted through a range of channels, including local authority websites, social media, and community networks.

Where Bus NAPs are developed alongside a new or amended franchising or EP scheme, or as part of updating a bus service improvement plan and local transport plan, it is important that findings and actions from the Bus NAP are reflected in respective documents.

The requirement to publish a Bus NAPs is at section 113BA of the Transport Act 2000.

Bus network accessibility guide

Bus NAPs should present key information in a user-friendly format for passengers.

LTAs should also provide a short bus network accessibility guide, aimed at disabled people who are currently bus users, or who may use bus services in future, with the aim of supporting and encouraging them to use local bus services.

The bus network accessibility guide should include a summary of network features which can help disabled people to access services, including information on how to use or access them and a summary of the LTA’s commitments for improving network accessibility further. Where required, information could go further than the Bus NAP, such as in providing practical advice on the design and use of bus stops or, the standard locations of accessibility features such as QR codes and buttons for triggering audible information.

The guide should be presented as an accessible website and a hard-copy leaflet available on vehicles, travel offices, at transport interchanges and council offices, to reach as many disabled passengers as possible.

LTAs should promote and disseminate the bus network accessibility guide via representative groups and other relevant organisations and through existing authority mailing lists, such as those used for holders of concessionary travel passes for disabled people, where data protection requirements allow.