The number of people surviving cancer has improved hugely in the past 50 years, but experts warn progress has been uneven with some of the cancers with the worst survival rates falling further behind.

For some, including melanoma skin cancer, 10-year survival is now above 90%, while for all cancers, half of patients can expect to live that long - double the figure in the early 1970s.

But a study by the London School of Hygiene and Tropical Medicine said there had been little improvement in those affecting the oesophagus, stomach and lungs - and less than 5% survive pancreatic cancer for 10 years.

The government said it was committed to making more progress with a new strategy due soon.

The researchers said advances in treatment and earlier detection were behind the improvements in survival seen for many cancers.

Breast cancer is a perfect example of this, with 10-year survival rates rising from 42% to more than 76% between 1971 and 2018 in England and Wales.

The period saw the introduction of an NHS breast screening programme, plus targeted therapies for different types of breast cancer.

In comparison, the cancers with the lowest survival rates tend to be the hardest to detect and have the fewest treatment options.

Alongside pancreatic cancer, the study says these include oesophagus, stomach and lung cancers, which all still have 10-year survival rates below 20%, after only a small amount of progress since the 1970s.

This has meant the gap between the cancers with the best and worst survival rates has nearly doubled.

'Amazing job'

Matt Black is someone with first-hand experience of how the type of cancer you get makes a huge difference.

In 2019 the 60-year-old lost his sister, Harriette, to pancreatic cancer, 20 years after his father-in-law died of oesophageal cancer.

Five years ago he was diagnosed with bowel cancer which has above average survival rates. Soon after developing symptoms he had surgery and was given the all-clear.

"NHS staff do an amazing job, but it's such a difficult time to be a cancer patient, especially for those with cancers which aren't easy to spot or treat.

"It's so important that there is more research and support for cancer services here, so that more people can be as fortunate as me," says Matt.

The researchers also warned that, while overall survival was still improving, the rate of progress had slowed during the 2010s. Longer waits for diagnosis and treatment are thought to be partly to blame.

Michelle Mitchell, chief executive of Cancer Research UK, which funded the study, said: "Thanks to research, most patients today are far more likely to survive cancer than at any other point in the past.

"But the reality is that this progress is slowing – and for some cancers it never got going in the first place."

The charity wants the government's forthcoming strategy to focus on:

• cutting waiting times
• early detection, including full introduction of a lung cancer screening programme
• investment in research, particularly targeting the most deadly cancers

A Department of Health and Social Care spokesman said cancer care was a priority. with some progress already made on waiting times.

"The national cancer plan will set out how we will improve survival rates further and address the unacceptable variation between different cancer types," he added.

The wife of South Korea's jailed former president, Yoon Suk Yeol, has been arrested over a raft of charges, including stock manipulation and bribery.

Former first lady Kim Keon Hee denied all charges during a four-hour court hearing in Seoul on Tuesday. But the court issued a detention warrant, citing the risk that she may destroy evidence.

South Korea has a history of former presidents being indicted and imprisoned. However, this is the first time both the former president and former first lady have been jailed.

Yoon was detained in January to face trial over a failed martial law bid last year that plunged the country into chaos and eventually led to his ouster.

Prosecutors say Kim, 52, made over 800 million won ($577,940; £428,000) by participating in a price-rigging scheme involving the stocks of Deutsch Motors, a BMW dealer in South Korea.

While this allegedly happened before her husband was elected the country's leader, it continued to cast a shadow throughout his presidency.

"I sincerely apologise for causing trouble despite being a person of no importance," Kim told reporters.

She allegedly also accepted two Chanel bags and a diamond necklace as bribes from the controversial Unification Church in exchange for business favours.

Among other charges, Kim is also accused of meddling in candidate nominations during the parliamentary by-elections in 2022 and the general elections last year.

Kim appeared solemn as she attended Tuesday's hearing wearing a black suit and a black skirt.

"I sincerely apologise for causing trouble despite being a person of no importance," she told reporters.

While he was president, Yoon vetoed three opposition-led bills that sought a special counsel investigation into allegations against Kim.

He issued the last veto in November, a week before he declared martial law.

A special counsel was set up in June this year after Yoon's rival Lee Jae Myung became president.

More live facial recognition (LFR) vans will be rolled out across seven police forces in England to locate suspects for crimes including sexual offences, violent assaults and homicides, the Home Office has announced.

The forces will get access to 10 new vans equipped with cameras which scan the faces of people walking past and check them against a list of wanted people.

The government says the technology has been used in London to make 580 arrests in 12 months, including 52 registered sex offenders who breached their conditions.

However, campaign group Big Brother Watch said the "significant expansion of the surveillance state" was "alarming".

Live facial recognition was first used in England and Wales in 2017 during the Uefa Champions League final football match in Cardiff.

Since then its use has largely been confined to South Wales, London and Essex including at a Beyoncé concert to scan for paedophiles and terrorists.

The government is now funding ten vans equipped with LFR to be shared between seven forces, approximately doubling the number of vehicles.

The seven forces are Greater Manchester, West Yorkshire, Bedfordshire, Surrey, Sussex, Thames Valley and Hampshire.

The technology identifies people by taking measurements of facial features including the distance between the eyes and the length of the jawline and then comparing the data to to an existing watchlist.

Each van will be staffed with a trained officer who checks the matches identified by the technology.

Simultaneously, the government is holding a consultation on what safeguards are needed to "ensure transparency and public confidence", ahead of drawing up a new legal framework.

Big Brother Watch is bringing a legal challenge against the Met Police's use of the technology, alongside Shaun Thompson, who was wrongly identified by an LFR camera.

Rebecca Vincent, interim director of Big Brother Watch, said: "Police have interpreted the absence of any legislative basis authorising the use of this intrusive technology as carte blanche to continue to roll it out unfettered, despite the fact that a crucial judicial review on the matter is pending.

"The Home Office must scrap its plans to roll out further live facial recognition capacity until robust legislative safeguards are established."

Charlie Whelton, policy and campaigns officer at Liberty, said: "It's welcome news that the government will finally develop a statutory framework on the use of facial recognition, but this should be in place before more facial recognition technology is rolled out.

"There's no reasonable excuse to be putting even more cameras on our streets before the public have had their say and legislation is brought in to protect all of us."

The government says officers using the LFR vans will need to follow the College of Policing's guidance on the technology and the Surveillance Camera Code of Practice.

It also says independent testing of the facial recognition algorithm by the National Physical Laboratory found that "the algorithm is accurate and there is no bias for ethnicity, age or gender at the settings used by the police".

Chief Superintendent of South Wales Police Tim Morgan said: "We understand the concerns which are raised about the use of live facial recognition technology and we use any new technology ethically and spend time and effort making sure it's deployed in line with all legislation and guidance."

The Police Federation of England and Wales, which represents police officers, said: "The government must also invest in comprehensive training programmes for officers to accompany this technology rollout, particularly as police forces face an unprecedented officer retention crisis."

Home Secretary Yvette Cooper said the government would "provide police with the tools they need to do their jobs".

"Facial recognition will be used in a targeted way to identify sex offenders or people wanted for the most serious crimes who the police have not been able to find."

The Home Office has also announced that it has fulfilled a manifesto pledge to ensure there is a named, contactable officer in every neighbourhood in England and Wales.

It said people can search for an officer on the website of local police forces, who have signed up to a commitment to respond to queries within 72 hours.

The type of contact method provided will be up to individual forces.

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A gleaming white Vivaro van drove slowly off the production line at Vauxhall's factory in Luton, beeping its horn, while workers cheered and crowded around taking photographs.

Behind it, the production line came to a halt – forever.

The Luton plant began building cars in 1905. It kept operating for the next 120 years, taking time out to build tanks and aircraft engines during World War Two. But on 28 March, that came to an end.

The factory shut down, a victim of cutbacks at Vauxhall's parent company, Stellantis.

Justin Nicholls, a production shift manager, was one of the 1,100 workers there - he had worked at the plant for 38 years. "It was devastating, because it came out of the blue", he says. "It was a complete surprise."

It followed the closure of Honda's car factory in Swindon in 2021, and Ford's engine plant in Bridgend the year before.

Together, they have come to symbolise an apparent long-term decline in the UK motor industry.

In all, just 417,000 new cars and vans were built in the UK in the first six months of 2025, according to the Society of Motor Manufacturers and Traders (SMMT) - the lowest for that period since 1953.

Output for the year is expected to be around 755,000 vehicles — lower even than during the Covid-19 pandemic.

The SMMT's chief executive, Mike Hawes, described the situation as "depressing".

The sector contributes some £22bn a year to the economy, according to the SMMT, and as recently as 2023 automotive manufacturing employed some 198,000 people in the UK.

Andy Palmer, who was previously chief executive of Aston Martin, believes the ecosystem - and the sum it contributes to the economy - can only survive if the industry maintains its current scale.

"There is a critical mass of employment," he explains. "Once you go below that, you see it all fall apart.

"You don't have the university courses, you don't have people coming across from the aero industry, you don't have the pipeline of skilled engineers that allow the luxury firms to exist, and so on."

And the knock-on effect of this could affect regions already facing challenges.

"If we think about parts of the UK that have automotive plants, they're often disadvantaged regions," says David Bailey, professor of business economics at Birmingham Business School.

"Losing these good quality jobs would have a big impact in terms of wages for workers and also a knock-on effect in terms of the multiplier on the local economy."

He is concerned about what has already been lost. "I'd argue that actually we've let too much of this go already. I think once it's gone, it's really gone."

The question is, can the industry recover - or is it too late?

A concealed deeper problem

The UK car industry is sprawling. Alongside large factories run by the likes of JLR, Nissan, BMW MINI and Toyota, there is a network of suppliers and high-tech specialist engineering firms, along with a number of smaller, luxury car firms, such as Aston Martin, Bentley, Rolls-Royce and McLaren, plus bus and truck manufacturers.

In 2016, the UK produced 1.82m new vehicles – more than at any point since 1999. Yet even at that point, storm clouds were already gathering. And the industry has suffered further over the past decade.

Factory closures have had an impact, but other factors have been at play as well, including uncertainty over US trade policy, which has hit exports to a major market.

Then there was the role of Brexit.

"Obviously, Brexit had a big impact", says Santiago Arieu, senior autos research analyst at Fitch Solutions. "It created uncertainty and complicated future visibility."

As a result, experts say new investment suffered – just as the industry was gearing up for the massive changes being brought by the transition to electric vehicles.

The agreement with the EU to guarantee continued tariff-free trade soothed the industry's concerns when it came. But by then, there was another challenge to contend with.

The pandemic caused havoc within the industry globally.

In 2020, output dropped by nearly a third, hitting levels not seen since the mid-1980s. It also threw finely tuned global supply chains out of kilter and created shortages of vital parts.

Although demand for new cars was spiking, manufacturers simply couldn't build them quickly enough.

All of this caused short-term disruption - but the impact concealed a deeper, structural problem for the UK industry.

Quite simply, it has become an expensive place to build cars.

Part of this is to do with labour costs. Although lower than in some other Western European countries, particularly Germany, they are around twice the level seen in Central European nations such as Poland, Slovakia and Hungary.

Then, there are energy costs. British manufacturers currently pay some of the highest electricity prices in the world.

"Car makers operating in the UK also have factories in Europe and elsewhere, so it's not hard for them to find a replacement for their UK production," explains Felipe Munoz of JATO Dynamics.

The former chief executive of Stellantis, Carlos Tavares, has previously criticised the cost of manufacturing cars in the UK and northern Europe – while holding up the company's Kenitra factory in Morocco as a model of efficiency.

The investments starting to bear fruit

When the Luton plant shut last year, it was estimated by Luton Borough Council that the move could cost the regional economy £300m per year.

A small part of the workforce relocated to Stellantis' other UK plant, at Ellesmere Port in Cheshire, where the company is in the process of investing £50m in expanding production.

Of those who have not relocated, some retired. "[Others] are taking quite a reduction in pay", says Gary Reay, who was a representative of the Unite union at the plant.

The factory site has been bought by a property firm, Goodman - it plans to create more than 1,700 jobs at a new industrial park.

Mr Reay is unimpressed. "The problem for the workforce… is this is years down the road… It's too far away for most of our workers."

Yet there is hope in some quarters: it is possible this year's output may turn out to be a low point, as recent investments start to bear fruit.

In 2024, for example, Nissan stopped building its ageing electric Leaf model at its Sunderland plant — having previously been building about 30,000 a year. But it is due to begin making a new version this year and will start building an electric version of the Juke in 2026.

Nissan is also one of the manufacturers set to benefit from investments in gigafactories. Nissan's battery partner AESC is building one in Sunderland, which will be able to make power packs for 100,000 electric vehicles a year.

JLR's parent company, Tata, meanwhile, is investing in its own plant in Somerset, through its subsidiary Agratas.

The government says it wants to increase the number of cars and commercial vehicles built annually to 1.3m by 2035. The SMMT believes 803,000 vehicles will leave the production lines next year but bringing that up to 1.3m looks like a very tall order, according to Mike Hawes.

Greg McDonald, the CEO of Goodfish Group, is also circumspect. "I don't think many people think there's going to be a resurgence," he says.

His business makes injection moulded components for carmakers and has four sites across the UK. It also has a base in Slovakia.

"Suppliers like us are used to being constantly bid at for price and cost reductions, and there's a limit to how much you can do."

Diversifying or Chinese investment?

One way of mitigating this is for businesses to diversify - something more viable for smaller businesses in the sector.

Burnett's Manufacturing, based in Northampton, is one of many automotive suppliers clustered around the Midlands Corridor. A manufacturer of specialist rubber and plastic parts, it relies on the motor industry for about 40% of its business. But it also provides components for shipbuilders and oil and gas firms.

According to technical sales manager, Rich Dixon, smaller companies are more flexible and able to adapt to changing circumstances.

"I think we're lucky in some ways, because 60% of our business is diversified across many different industries," he says. "The last thing you want to be is 100% automotive.

"The difficulty is that higher up the food chain, there are some big companies that are very reliant on automotive."

Some argue there is another way forward. Chinese giants such as Chery Group and Dongfeng want to expand their international operations – and see the transition to electric vehicles as an opportunity to do this in the European market.

"If you embrace the move to electric vehicles and become a leading light in attracting Chinese investment, then you can do what China did to us in the past, which is essentially use collaboration to rebuild your industry," argues Andy Palmer, who now owns and invests in clean energy companies.

This would, he adds, require significant government action, including negotiations with Beijing.

The question is, is it already too late?

One senior executive, who has spent decades in the European industry, doesn't believe the UK will become a major player in the EV market.

"I don't think governments have spent the necessary time and energy preparing for the shift to EVs.

"I don't see much opportunity for new players to come in," says the executive, who asked not to be named. "It's all about encouraging those who are already here to stay, and if possible to expand."

Another option, Felipe Munoz believes, is that the UK could double down on its position as a key player in the market for high-end cars.

This could mean becoming a hub for the production of luxury Chinese designs, while allowing cheaper mass-market models to be built elsewhere.

"I think people globally are willing to pay a premium for a British-made luxury car," adds Prof Bailey.

The Great British 'brain drain'

There is plenty at stake here, and it goes beyond the impact on local communities when factories are lost or suppliers stop trading.

"I also worry about it in terms of impacts on productivity, exports, and research and development," says Prof Bailey.

"Part of the reason why we've got poor productivity performance in the UK is that we have allowed too much manufacturing to go."

This is where we differ from our European counterparts, argues Steve Fowler, EV editor for The Independent. "We tend not to support our homegrown industries in the same way that other countries do".

What is harder to assess is the loss of national prestige. When MG Rover collapsed in 2005, there was an outcry, not just because thousands lost their jobs, but also because it was perceived as a symbol of the wider decline of British industry.

This became even more marked when MG – a classic British brand – became a boutique badge for cars made in China.

Many of the upmarket brands that still build cars in this country deliberately trade on their British identity. Think of Rolls Royce, Bentley, McLaren and Lotus. Even BMW-Mini, a mass market manufacturer, is more than willing to wave the Union Jack – or rather, have it painted on door mirrors and roofs.

If those cars were no longer built in Britain, it might well be perceived as a national humiliation. And for some, the decline of the auto industry would almost certainly be perceived as a symptom of a much wider loss.

"I do think people are [becoming] much more aware of where things are made," argues Mr Fowler. "This isn't necessarily a nationalistic thing, but more a sustainability thing. Do you want your car to have travelled halfway around the world to reach you?"

Ultimately, he says, there is already "a bit of a brain drain of talent, because the opportunities, bluntly, aren't here in the UK.

"[But] the UK is a great place to make cars, we have incredible expertise, we have some of the best engineers and people who can build them better than anybody else."

Top image credit: Chris Ratcliffe/Bloomberg via Getty Images

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Rolls-Royce's plan to power artificial intelligence (AI) with its nuclear reactors could make it the UK's most valuable company, its boss has said.

The engineering firm has signed deals to provide small modular reactors (SMRs) to the UK and Czech governments to power AI-driven data centres.

AI has boomed in popularity since 2022, but the technology use lots of energy, something which has raised practical and environmental concerns.

Rolls-Royce chief executive Tufan Erginbilgic told the BBC it has the "potential" to become the UK's highest-valued company by overtaking the largest firms on the London Stock Exchange thanks to its SMR deals.

"There is no private company in the world with the nuclear capability we have. If we are not market leader globally, we did something wrong," he said.

Tufan Erginbilgic has overseen a ten-fold increase in Rolls-Royce's share price since taking over in January 2023.

However, he has ruled out the idea of Rolls-Royce seeking to list its shares in New York as British chip designer Arm has done and the likes of Shell and AstraZeneca have considered in the search for higher valuations.

This is despite the fact that 50% of its shareholders and customers are US-based.

"It's not in our plan," said Mr Erginbilgic, a Turkish energy industry veteran. "I don't agree with the idea you can only perform in the US. That's not true and hopefully we have demonstrated that."

AI investment

Rolls-Royce already supplies the reactors that power dozens of nuclear submarines. Mr Erginbilgic said the company has a massive advantage in the future market of bringing that technology on land in the form of SMRs.

SMRs are not only smaller but quicker to build than traditional nuclear plants, with costs likely to come down as units are rolled out.

He estimates that the world will need 400 SMRs by 2050. At a cost of up to $3bn (£2.2bn) each, that's another trillion dollar-plus market he wants and expects Rolls-Royce to dominate.

The company has signed a deal to develop six SMRs for the Czech Republic and is developing three for the UK.

But it remains an unproven technology. Mr Erginbilgic conceded he could not currently point to a working SMR example but said he was confident in its future potential.

There are also concerns about the demands on water supplies from the data centre and SMR cooling systems.

In response, companies including Google, Microsoft and Meta have signed deals to take energy from SMRs in the US when they are available.

Next generation aircraft

Rolls-Royce sees SMRs as key to its future, but its biggest business is aircraft engines.

Already dominant in supplying engines to wide-bodied aircraft like Boeing 787 and Airbus A350, it plans to break into the next generation of narrow-bodied aircraft like the Boeing 737 and Airbus A320. This market is worth $1.6tn - nine times that of the wide-bodied .

Rolls-Royce is a bit player in a market that has powerful and successful leaders, and that rival Pratt and Witney lost $8bn trying and failing to break into.

The market is dominated by CFM International – a joint venture between US-based GE Aerospace and French company Safran Aerospace Engines.

Industry veterans told the BBC that market leaders can and will drop prices to airline customers long enough to see off a new assault on their market dominance.

But Mr Erginbilgic said this is not just the biggest business opportunity for Rolls-Royce. Rather, it is "for industrial strategy... the single biggest opportunity for the UK for economic growth".

"No other UK opportunity, I challenge, will match that," he said.

Share price up ten-fold

Although Rolls-Royce sold its car making business to BMW nearly 30 years ago, the name of the company is still synonymous with British engineering excellence.

But in the early part of this decade that shine had worn off. The company was heavily indebted, its profit margins were non-existent, and thousands of staff were being laid off.

When Mr Erginbilgic took over in January 2023, he likened the company to "a burning platform".

"Our cost of capital was 12%, our return was 4% so every time we invested we destroyed value," he said.

Two and a half years later, the company expects to make a profit of over £3bn, its debt levels have fallen and shares have risen over 1,000% - a ten-fold rise.

So how did that happen? And is Mr Erginbilgic right to think that Rolls-Royce's roll is only just starting?

'Grudging respect'

The timing of his appointment was fortunate according to some industry veterans.

Rolls-Royce's biggest business – supplying engines to commercial airlines – has rebounded strongly from the Covid pandemic.

The company's most successful product – the Trent series of aircraft engines – are at the sweet spot of profitability as the returns on investment in their development over a decade ago begin to pour into company coffers.

Russia's full-scale invasion of Ukraine in 2022 arguably made it almost inevitable that its defence business would see higher spending from European governments – which has been confirmed by recent announcements.

Unions have not always been fans of Mr Erginbilgic's hard-charging approach.

In October 2023, one of his first major move was cutting jobs, which drew criticism from Sharon Graham, the boss of the Unite union.

"This announcement appears to be about appeasing the markets and its shareholders while ignoring its workers," she said at the time.

However, overall global headcount has grown from 43,000 to 45,000 since 2023 and union sources say there is "grudging respect" for Mr Erginbilgic.

Those sources give him one third of the credit for the turnaround around in the company's fortunes, with a third credited to market conditions and a third to his predecessor Warren East for "steadying the ship".

So does Mr Erginbilgic really believe that Rolls-Royce can be the UK's most valuable company – overtaking the likes of AstraZeneca, HSBC, and Shell?

"We are now number five in the FTSE. I believe the growth potential we created in the company right now, in our existing business and our new businesses, actually yes – we have that potential."

Rolls-Royce is undoubtedly a company with the wind at its back – and Tufan Ergenbilgic certainly believes he has set the sails just right.

Under-22s in England should be given free bus passes to help them get into work and education, according to major a report by MPs.

The number of bus journeys taken in England has dropped in recent years, while fares have risen faster than inflation, it said.

This was a barrier to opportunity and growth in some areas, MPs found, recommending a pilot scheme of free bus travel at any time of day for under-22s.

The Department for Transport said it was providing "£1bn in multi-year funding to improve the reliability and frequency of bus services across the country".

Since January 2022, everyone in Scotland aged between five and 22 has been entitled to free bus travel.

In England, the number of bus passenger journeys had dropped from 4.6 billion in 2009 to 3.6 billion in 2024, the report by the Transport Committee said.

Some smaller towns and rural areas have no bus services at all, or buses that run so infrequently that "they do not meaningfully add to people's transport options", it said.

A 2019 study found that some 57% of jobseekers lived in areas where they could not reach a centre of employment within 45 minutes by bus.

"High bus fares and limited local provision can severely restrict young people's access to education, employment, and other opportunities," the report said.

'We rely on public transport'

Alex Mustafa, 19, says she uses the bus all the time as she can't drive due to health and financial reasons and would benefit from a free bus pass.

"It would also help poorer young people like myself who rely on public transport to better plan for social connections without needing to worry about bus cost on top of how expensive it is to go out as it is," she said.

Alex says she has been left waiting for a bus for over an hour before and has been late to work and missed social events due to cancelled buses.

"It's very difficult to live life according to plan when you have to plan around an unreliable schedule. Trains are sometimes better, but they also come with a higher cost and they're more limiting with location," she said.

Roman Dibden, chief executive of youth charity Rise Up, said it sees young people turn down job interviews and training all the time because they can't afford the bus fare.

"Free bus passes for under-22s would remove a huge barrier, opening up access to jobs, apprenticeships, and training - especially in communities where opportunity isn't on your doorstep."

'Support people who struggle costs-wise'

Dylan Lewis-Creser, 21, is a student in town planning and also stood as a Green Party candidate for Walkley Ward in the local elections in May 2024.

They told the BBC they use the bus quite a lot to travel around Sheffield as driving is too expensive.

"A free bus pass would mean I could get to and from university and work without paying £10 a week, which adds up significantly as a student on a low budget," they said.

"That cost is amplified when considering changing buses to get to other job opportunities and elsewhere, like hospitals."

Dylan thinks there needs to be more discussion around "making transport accessible, affordable and reliable."

"Part of that would be supporting people who often struggle costs-wise to do that, such as young people," they said.

"We've seen how it's boosted young people using buses in Scotland, and it only makes sense to extend that policy."

Bus passengers spend £39.1 billion in local businesses every year, according to research from KPMG.

But experts told the Transport Committee that the bus sector's contribution to the economy declined by around £8.9 billion between 2011 and 2023.

The report said: "The current deregulated nature of the bus sector can encourage commercial operators to "deprioritise" less profitable routes, often leaving vulnerable communities without a service."

'Social exclusion'

The committee heard that older people were particularly deterred from using the bus if they felt unsafe at bus stops.

The report recommended improvements to bus stops and shelters such as screen showing real-time information.

Jane Bishop is the chief executive of North Norfolk Community Transport, a charity that provides low-cost dial-a-ride services in the local area. She says for some people bus services mean the difference between being able to stay in their homes or having to move into assisted living.

"Most of our passengers are older people, but not all," she told the BBC. "A lot of people, we're the only people they see every week."

"They become friends with the other people on their route so it's a great tool for combatting loneliness," Ms Bishop said.

But, she added, "it's a lottery whether there is a community transport in your area".

Fare cap

The cap on bus fares outside London was increased to £3 last year.

The committee said fare caps were most beneficial to people in rural areas, as they tended to take longer journeys or had to use multiple buses for one trip.

But the report was critical of the short-term nature of funding for bus services, saying it has "hampered local authorities' ability to improve services".

"Five-year settlements in other transport sectors like rail and the strategic road network have enabled greater certainty and promoted strategic planning," it said. "Bus services, the most widely used form of public transport, require a similar commitment."

Bus services are devolved in England, meaning they are the responsibility of local authorities. Individual councils could choose to offer concessions to under-22s.

The Local Government Association (LGA) welcomed the committee's recommendation to end "stop-start funding" for buses.

A spokesperson said: "Bus services provide an essential mode of public transport in local communities, relied upon by millions of people.

"More work is needed to attract them back onto buses to ensure services are sustainable for our communities. Stop-start funding risks losing passengers, with patronage difficult to recover if and when money is found."

Steff Aquarone, a Liberal Democrat MP who sits on the Transport Committee, said the report shows the need for "a different model for rural public transport".

He said local councils cannot heavily subsidise bus fares as in other countries, but "if you put buses on at the time people want to travel, going to places they want to go, people will use them".

Additional reporting by Kris Bramwell.

Police will be encouraged to disclose the ethnicity and nationality of suspects charged in high-profile and sensitive investigations under new guidance, the National Police Chiefs' Council (NPCC) says.

It is hoped the change will reduce the risk to public safety where there are high levels of misinformation about an incident or in cases of significant public interest.

Decisions on releasing such information will remain with police forces, with wider legal and ethical considerations also considered, the NPCC added.

It comes after a series of high-profile cases including that of two men, reported to be Afghan asylum seekers, charged over the alleged rape of a 12-year-old in Warwickshire.

Welcoming the new guidance, a Home Office spokesperson said: "Public trust requires transparency and consistency from the authorities that serve them."

The guidance, which comes into immediate effect, forms part of a wider review of the College of Policing's professional practice for media relations.

The NPCC said the guidance would reaffirm that verifying a suspect's immigration status was not the police's responsibility.

"It is for the Home Office to decide if it is appropriate in all the circumstances to confirm immigration status," the council said.

Home Secretary Yvette Cooper told the BBC last week that there needed to be "more transparency in cases" over the background of suspects.

The NPCC said the new guidance aimed to ensure policing was more consistent, fair and transparent, as well as addressing possible mis and disinformation.

The change was in recognition of public concern and ensured police processes were "fit for purpose in an age of rapid information spread", the council added.

Before 2012 police forces made decisions on what information to give to the media on a purely case-by-case basis.

But after Lord Leveson published his report into the ethics of the press, police forces became much more cautious abut what information they released.

As it stands, there is nothing in the College of Policing's guidance on media relations that prevents police giving information about the nationality, asylum status or even ethnicity of someone who has been charged.

However there is nothing that specifically mentions them either which is why the information released to the media largely comes at the discretion of the police force. Hence the very different measures taken in recent cases.

In May, when a car ploughed into crowds celebrating Liverpool FC's winning of the Premiership title, Merseyside Police were quick to reveal that the man arrested was white and British, in order to quash rumours of a terrorist attack in the public interest.

Conversely, the forces decision not to release information about Axel Rudakubana - the man jailed for murdering Alice Aguiar, nine, Bebe King, six, and Elsie Dot Stancombe, seven, in Southport last summer - allowed false information to spread.

That misinformation was deemed at least partly responsible for the riots in England and Northern Ireland between 30 July and 5 August 2024.

Referring to the riots, Deputy Chief Constable Sam de Reya, the NPCC lead for communications and media, described it as the "real-world consequences" of the information the police release into the public domain.

He said: "We have to make sure our processes are fit for purpose in an age of social media speculation and where information can travel incredibly quickly across a wide range of channels."

He added that "being as fair, consistent and transparent as we can will improve confidence in policing".

Chief Constable Sir Andy Marsh, CEO at the College of Policing, added that the interim guidance would "bring consistency" and that "information can be released for all ethnicities and nationalities when it meets the right criteria."

The guidance has been developed following consultation with the Crown Prosecution Service (CPS) and Home Office and the College of Policing will update its current authorised professional practice for media relations later this year.

The Home Office spokesperson added: "The public, and police forces themselves, want greater clarity on when, why and how information is released and the legitimate and compelling reasons it may need to be withheld.

"The Home Office will support that effort by authorising the release of relevant accompanying immigration information in future cases, where it is appropriate to do so, and where the police have requested it. All cases will of course take account of consultation with the police and CPS.

"The government also asked the Law Commission at the end of February to speed up the elements of its review around the law of contempt in relation to what can be said publicly ahead of a trial."