Transport Infrastructure: North of England

Baroness Winterton of Doncaster Excerpts

Tuesday 12th November 2024 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

Air passenger duty has not changed for a considerable length of time, and my recollection is that the increase is no more than inflation would have been. In the total cost of air fares, it is a relatively small amount.

[Baroness Winterton of Doncaster (Lab)]

My Lords, following the excellent questions from the right reverend Prelate and my noble friend Lord Blunkett, will the Minister join me in congratulating Mayor Ros Jones on the part that she has played in the reopening of the airport? Will he support her request to the department and the Civil Aviation Authority to allow the necessary airspace once an operator for Doncaster Sheffield Airport is announced?

[Lord Hendy of Richmond Hill (Lab)]

I will of course join in the congratulations to the mayor, Ros Jones. The reopening of the airport is clearly important, locally and regionally. I am able to say that the department will support, as much as it can, the reinstatement of the airspace and the air traffic control needed to make the airport operational.

Railway 200

Baroness Winterton of Doncaster Excerpts

Thursday 31st October 2024 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

The Government are absolutely committed to maintaining jobs in the railway manufacturing sector. The noble Baroness needs to know that the creation of Great British Railways will enable the Government for the first time for a very long time to produce a long-term plan for rolling stock strategy for Britain, which will give much more clarity to the manufacturing industry about what will be replaced when.

[Baroness Winterton of Doncaster (Lab)]

I know that my noble friend the Minister believes, as I do, that rail freight is as important now as it was 200 years ago. Can he assure me that he will continue discussions with companies such as Freightliner, which has a base in Doncaster, which are eager to see a rail freight strategy to move more freight on to rail and help the Government meet their environmental targets?

[Lord Hendy of Richmond Hill (Lab)]

Indeed, I recognise that. I met the managing director of Freightliner on Tuesday. I met the managing director of DB Cargo on Monday. I met the managing director of GB Railfreight three weeks ago, and I have met the industry collectively since I took office. The Government recognise the importance of rail freight and the need to grow it. A target for the growth of rail freight with be part of the Great British Railways commitment.

High Speed Rail (Crewe - Manchester) Bill (Instruction) (No. 3)

Baroness Winterton of Doncaster Excerpts

Tuesday 21st May 2024 Commons Chamber

[Sir Mark Hendrick (Preston) (Lab/Co-op)]

Is the right hon. Gentleman not missing the point by talking, as he has done for however many minutes, about process rather than outcomes? When other countries around the world do major infrastructure projects, they look at the whole picture, decide what they want to do, they get on with it and they finish it. They do not have all the hurdles we have in this country. The French, German, Japanese and Chinese look at this country and laugh. They laugh because the nimbyism that exists on both sides of this House is stopping economic progress and impacting the standing of this country.

[Madam Deputy Speaker (Dame Rosie Winterton)]

Order. We must ensure interventions are brief because the debate has to finish at 6.30pm. Four more Members wish to speak, possibly, before I have to call the Minister, so I ask colleagues to be conscious of that.

[Sir Gavin Williamson]

I guess I agree with a lot of what the hon. Member for Preston (Sir Mark Hendrick) says. We are talking about a programme that will deliver something for some people in the mid-2040s, which does not seem to be much of a dynamic, outcome-driven process. The hon. Gentleman wants to drive the programme through so that his constituents, and all of our constituents, can get to node 3 in the middle of the Pennines. That is not necessarily the best form of process. He is right that we should be concerned about outcomes and how we deliver the best outcomes for people across the country, but we are shuffling the matter upstairs without having a proper debate. We are effectively abdicating democratic accountability and responsibility over a budget and moneys of over £16 billion. I think we should be interested in that.

[Wera Hobhouse]

Does the right hon. Gentleman agree that the Government should ultimately draw a line under the mess they got themselves into with HS2, start again and allow us all to start with a completely new process?

[Madam Deputy Speaker (Dame Rosie Winterton)]

Order. I warn those who want to get in later that I will have to limit speeches to five minutes.

[Sir Gavin Williamson]

In light of colleagues wanting to speak, I will draw my remarks to a conclusion.

There is a serious question about whether we are in danger of spending a lot more money. Members of Parliament in Staffordshire are concerned that these measures are being used as a Trojan horse to ram HS2 through by the back door. There is also concern that we are trying to bend a scheme that does not deliver the best outcomes for people in the north, the midlands or across the country. When there is so much concern that a scheme is not delivering those outcomes, we should ensure there is proper scrutiny of the process. I urge the Minister to give clear reassurance about the concerns that my hon. Friend the Member for Stoke-on-Trent South, other hon. Members and I have raised. If he does not, he may have to start afresh and anew.

[Madam Deputy Speaker (Dame Rosie Winterton)]

Order. The hon. Member for Bath (Wera Hobhouse) has indicated that she does not want to speak, but I urge colleagues to limit their comments to five minutes or so in order to get everyone in.

--- Later in debate ---

[Jim McMahon]

Any functioning Government should be able to balance the need to involve local people in decisions that affect their day-to-day lives, providing certainty about the future and being able to get vital infrastructure investments for the country off the ground. It should not be a trade-off between one or the other, where people’s livelihoods and lives are left in the air for years and years, only for the project to be taken away. In the end, nobody wins, do they? People cannot get the time back that they wasted being stressed about the impact because they were not properly consulted and engaged, only to have it scrapped overnight—and for what? It is about involving people in the right time in the right decisions, so that they have agency in the process.

I will bring my remarks to a conclusion with this: if London did not have to choose between its sub-regional investment and its national investment, why on earth should the north of England?

[Madam Deputy Speaker (Dame Rosie Winterton)]

In order to get the last two speakers in, I need to put on a time limit of six minutes.

[Sir William Cash (Stone) (Con)]

Thank you very much, Madam Deputy Speaker; I think I can do it a lot quicker than that.

I agree with the remarks made by my hon. Friends from Staffordshire and, in particular, my hon. Friend the Member for Stoke-on-Trent South (Jack Brereton), who set out the practical side. I also agree with the scrapping by the Government of the Birmingham to Crewe section, but that does have consequences, both for my constituents and for those between Crewe and Manchester.

Having looked at the appalling behaviour of HS2 over the years, the mess over compensation that is still carrying on, and things like that—I have been into all that in the past, and it is not strictly speaking the subject of this particular debate, but it is a very serious point—I also agree with my hon. Friend the Member for Stoke-on-Trent South that the Bill should be withdrawn and reintroduced, to ensure that the petitioners by reason of valid additional provisions, as a matter of principle, can have it examined properly in all respects, ab initio.

As I said in my interventions, the sleight of hand of this instruction, which as I have already noted is self-contradictory and purports to provide for matters that are, in my opinion, unprincipled and, as a matter of law and procedure, are stating things to be so that simply are not so, is not the way to proceed. There is a lot of merit in the way the Government are reorientating the objects in order to improve the situation in other parts of the country. However, as regards those directly affected—and ultimately the hybrid Bill procedure and its principles are about protecting those petitioners injuriously affected by a Bill’s provisions—I believe the motion is morally unjustified, indefensible and damaging to the rights of petitioners, with respect both to the constituents between Birmingham and Manchester and to my constituents who will be affected between Birmingham and Crewe.

[Madam Deputy Speaker (Dame Rosie Winterton)]

As the hon. Gentleman has been admirably short, I will call Grahame Morris, but please remember that I need to bring in the Minister as well.

--- Later in debate ---

[Grahame Morris]

I am grateful to my hon. Friend for that perfectly reasonable point. Indeed, it is certainly true of requests for variations to traffic in locations of construction sites and so forth. However, I only have a couple of minutes, so I do not want to be tempted on to the wrong track, as it were, and will just share a couple of thoughts.

I am a bit of a buff. I might be an anti-node, but I am familiar with the locations on the route.

This afternoon, those of us on the Transport Committee have been involved in the pre-legislative scrutiny of the rail reform Bill, and have been listening to representations from representatives of the Welsh Government and the sub-national transport bodies. They were commenting on the new structure and the new draft Bill, and there is general recognition—not just from Transport for the North in my region; we had witnesses from Midlands Connect and Transport East, as well as the Welsh Government—that there is a major transport infrastructure issue. For many decades, we have concentrated on north-south connectivity—principally on connectivity with the capital city. We have done that for sound economic reasons, but the case for east-west connections is supported vociferously by the metro Mayors of Manchester, Liverpool and West Yorkshire, and there are sound economic and connectivity arguments for addressing the need for those connections.

This mechanism is far from perfect. As a separate matter, the House should look at whether the pre-legislative scrutiny process can be truncated in some way to speed it up, but we must give petitioners—Members of Parliament, individuals and businesses—the opportunity to raise their concerns. Imperfect though the mechanism may be, and imperfect though I may be in advocating for it, it does have its merits when it comes to scrutinising major infrastructure schemes such as this one, so I will support today’s motion.

[Madam Deputy Speaker (Dame Rosie Winterton)]

Before I call the Minister, I think the hon. Member for Easington (Grahame Morris) opened his remarks by saying that he might have been late for the debate. I can assure him that I have been told he was certainly in the Chamber at the beginning of the debate. Otherwise, I would not have let him speak. I call the Minister.

Greater London Low Emission Zone Charging (Amendment) Bill

Baroness Winterton of Doncaster Excerpts

Friday 22nd March 2024 Commons Chamber

[Lilian Greenwood]

No, I am not giving way at the moment.

As I was saying, the Government could have provided additional financial support to the Mayor of London so that that grant could have been increased, but they chose not to so.

I am proud that Labour is the party of devolution. [Interruption.] It was Labour that created the mayoral model in London, and created the Scottish Parliament, the Welsh Assembly and the Northern Ireland Assembly, as well as always having—

[Madam Deputy Speaker (Dame Rosie Winterton)]

Order. The hon. Lady is trying to make a speech. We have a conversation going on between the two Front-Bench teams and rather a lot of shouting at the hon. Lady herself. We need to listen to her speech with respect.

[Lilian Greenwood]

As I was saying, that devolution is as well as always having regional and local decision making and funding across England. I am pleased that the next Labour Government will build on that record. Indeed, Labour Mayors across England are already showing how it is done—whether that is in Manchester, Liverpool, South Yorkshire or West Yorkshire—taking back control of buses, supporting new homes, and reforming employment and skills. I am very much looking forward to seeing Claire Ward elected as the first Mayor of the East Midlands on 2 May. Sadly, while Labour is committed to more devolution, this Bill shows that the Tories are simply trying to roll it back.

I wish to say a little more about air pollution, which is at the heart of this Bill, and the strategies to tackle it. As I have already said, we know the problems that poor air causes. It affects our health and our environment; as many as 40,000 people die prematurely each year as a result of poor air quality. The elderly, the unwell and the economically deprived are those most likely to be affected. The Government’s own estimates say that poor air quality costs the UK economy billions of pounds each year. I think about my own constituency and the arguments that we had about the workplace parking levy. Lots of people in the city do not pay the levy, because they simply cannot afford to run a car at all; they are reliant on public transport.

We also know where the problem occurs. Key pollutants, including nitrogen dioxide and fine particulate matter —known as PM_2.5—are found in many places, and too many air quality zones in the UK exceed legal limits. The World Health Organisation tells us that there is no safe level of exposure to fine particulate matter. We know what causes poor air quality. It comes from several sources—industry, agriculture, homes, businesses, and, yes, transport. Road transport is responsible for the vast majority of nitrogen oxide concentrations at places in the UK that exceed the legal limits, with diesel engines a significant contributor.

The number of cars and vans on our roads continues to rise and congestion has worsened, which increases pollution in itself. Transport also generates a significant proportion of particulate matter, which can come from both combustion and wear of tyres and brake pads. Cleaner vehicles help to solve the problem, and we have made some progress on that, but not enough.

There are examples from across the country of the action that can be taken to tackle emissions. Low emission zones are only one tool in the toolbox, and it could be said that they should be a last resort. As I have said, in my city, there has been considerable investment in public transport, paid for in part by proceeds from the workplace parking levy. We have had major extensions to our tram network. Nottingham’s municipal bus company introduced new biogas buses years ago, and I am really pleased to see that it has just started to roll out new electric vehicles. I do not deny that there has been support from central Government for some of that investment. For some years, the city council has had an anti-idling campaign. That multi-pronged approach mirrors similar action in towns and cities across the UK, with not one but multiple tools being used to tackle this serious public health issue.

The Department for Transport has supported the development of low emission buses and taxis. That is a good thing, because tackling poor air quality should be about central Government working with local councils and Mayors, rather than dictating to them, as the Bill does. Central Government should support and collaborate with them. In preparing for the debate, I went back to a 2018 report, produced by four cross-party Select Committees, that looked at improving air quality. One thing that the Committees came together to recommend was collaboration and partnership between central Government, local authorities and Mayors, because air pollution is a problem that cannot be fixed by central or local government alone; they need to work together.

Like the Mayor of London, local authorities are already responsible for meeting air quality targets, but they find it difficult to make changes, partly due to a lack of resources and partly because the changes needed are politically unpalatable; I guess that in part is what has caused the debate. It was a while ago, but that joint report from 2018 called for ambitious, co-ordinated cross-departmental action. I am sorry that in some respects the Government have failed on that, as they have prevaricated on removing the most polluting vehicles from our roads. At the time of the report, we called on them to have a more ambitious target for the removal of petrol and diesel cars; I think they were only committed to removing them by 2040. They did at first commit to a more ambitious target of ending the sale of petrol and diesel cars, but more recently, they have rowed back from that, which makes it more difficult for us to achieve the improvements that we know are needed.

There was also a decision to row back on the electrifi-cation of our railways, in favour of bi-mode trains, which have worrying implications for air quality, carbon emissions and noise. Every time I go to St Pancras station to catch my train home to Nottingham, I stand on the platform among diesel trains because the railway is not electrified all the way to Nottingham. Frankly, I am looking forward to seeing new trains on the midland main line next year, but they will be bi-mode trains, and while they will leave St Pancras under electric power, which will improve air quality in central London, by the time they get to Nottingham, they will be operating under diesel power, doing far less to improve air quality in our city. That is the result of a decade of broken promises from successive Tory Prime Ministers, who have paused and cancelled the electrification of the midland mainline. We now know that electric trains will not reach Nottingham until at least the early 2030s. I have sometimes joked that I will be retired by the time we get there, and I am afraid that might be the case.

There is a danger of the Government relying too heavily on new technologies to solve our air quality challenges, and placing too much emphasis on cleaning up road vehicles and not enough on reducing the number of vehicles on our roads. Improving public transport and encouraging active travel should lie at the heart of any clean air strategy. Getting freight off our roads and on to our railways would be welcome, taking many heavy goods vehicles, which are often the most polluting, off our roads.

Back in 2018, the four Select Committees concluded that the Department for Environment, Food and Rural Affairs and the Department for Transport should work closely with local authorities to ensure that councils introducing clean air zones received the support that they needed to implement complementary measures that encourage car drivers to switch to public transport and active travel, and increase the take-up of electric vehicles. I understand that not every journey can be made by public transport or bicycle, or on foot, but if we can change a proportion of those journeys, we can make a real difference. For a while, the Conservative party seemed really interested in walking and cycling —I see the Minister with responsibility for walking and cycling, the hon. Member for Hexham (Guy Opperman), sitting on the Front Bench, but he has not been terribly busy. Yesterday at transport questions, not a single Conservative MP asked a question about active travel. It is disappointing that they have scaled back their investment in that.

Investment in low-emission buses is great, but the value of that investment is magnified if local authorities also take steps to encourage motorists to opt for buses, rather than make journeys by car. I understand the argument made by the hon. Member for Dartford that people can continue to drive, but of course a charge is a disincentive; that is partly how the scheme operates. The pandemic had a huge impact on public transport usage, both in London and across the country. I pay tribute to the Government for their £2 bus fare, which has been a welcome initiative. In London, the Labour Mayor Sadiq Khan has also taken action, both to protect Londoners from the Tory cost of living crisis and to encourage more people to travel by public transport; he has introduced the hopper fare on buses, and has frozen fares in five out of eight years.

Without action or a modal shift, efforts to tackle congestion or improve air quality are less likely to succeed. Many of the policies needed to tackle urban congestion could also help to improve air quality. Tackling both issues could have a positive effect on both the local and the national economy. A significant increase in active travel could make a difference not just to air quality policies but to tackling obesity, improving mental health and building better communities.

Pedicabs (London) Bill [Lords]

Baroness Winterton of Doncaster Excerpts

2nd reading
Wednesday 28th February 2024 Commons Chamber

[Sir Christopher Chope]

I am grateful to my hon. Friend, because in that case I am sure she will support an amendment, or perhaps draft it herself, to place on the face of the Bill exactly what she has said. At the moment, the discretion as to who should be consulted rests solely with TfL, which I think is ridiculous.

Let me expand a little on the point I was making about clause 5 and the need for clarification of what is meant by “a power-assisted pedicab”. Cycling UK believes that the potential pitfalls could be avoided through reference to the Electrically Assisted Pedal Cycles Regulations 1983 to define the vehicles that will be exempt from the legislative requirements for private hire vehicles. I hope that the Minister will take that point on board.

Cycling UK has made a number of other suggestions. It asks, for instance, what will happen about pedicab stands:

“Subclause 2(7) of the Bill currently provides for TfL to make regulations to limit the places, times and/or circumstances in which pedicabs may ply for hire or operate”—

[Madam Deputy Speaker (Dame Rosie Winterton)]

Order. I remind the hon. Gentleman that speeches on Second Reading should not go into huge detail about the various clauses, because that is obviously for Committee. I am sure that he will return to the wider issues.

[Sir Christopher Chope]

Madam Deputy Speaker, I take your point completely, but this is not a situation where the Bill will go into Committee upstairs, the Committee will start with a couple of evidence sessions with people who are interested in the Bill, and members of the Committee will look at it. This is a situation where the Government have on the Order Paper a motion that all the remaining stages should be dealt with in three hours. There is no indication as to how much time there will be between now and the time that those stages are timetabled for this House. Therefore, I thought it would be helpful if I flagged up in advance some of my concerns about this Bill, to which I am referring in this Second Reading speech. As you know, Madam Deputy Speaker, a Second Reading speech can extend to things that are not included in the Bill, which is why I am referring to things that could be included in the Bill but which are not currently included—that is my intent.

[Madam Deputy Speaker]

That is extremely helpful. The hon. Gentleman is very experienced and is on the Panel of Chairs, and he understands a lot about procedure. Although he is flagging up issues, too much detail about the clauses would be inappropriate, but I am sure he is coming back to his main points. I just remind him that I have two other speakers to get in.

[Sir Christopher Chope]

Fortunately, because there has not been much Government business today, we have a reasonable period of time for discussing the Bill.

To summarise the point I was seeking to make, Cycling UK says that the Bill grants powers for TfL to make regulations to limit this, that and the other, but there is no power to require TfL to provide places where pedicabs can have stands. Again, that seems to be rather asymmetrical or illiberal.

My final point is about the concern that Cycling UK expresses about the need for consistency between civil offences relating to the use of pedicabs and motor vehicles. Cycling UK refers specifically to clause 3(5)(a). I will not refer to that in detail, taking your advice, Madam Deputy Speaker, but I think there is sufficient meat in this Bill for us to have a very lively discussion in Committee and on Report. However, I hope that in advance of that, we will get a clearer view from the Government, and particularly from the Minister, about whether it is essentially their intent to stand by idly while giving powers to Transport for London, which does not exactly have a good record on all this, to exercise what the Government hope will be its good intent to facilitate a high-quality pedicab regime in London. We know jolly well that quite a lot of the people who are concerned about pedicabs in the city stop short of actually banning them altogether or introducing regulation that would have exactly the same effect.

--- Later in debate ---

[Kit Malthouse (North West Hampshire) (Con)]

Some years ago, as I emerged from one of the watering holes in Soho that I used to frequent before the children came along, I happened upon a scene where an inebriated individual was standing in front of a pedicab, swaying backwards and forwards. As I passed, I heard him say to the pedicab driver, “How much to Guildford, mate?”, at which point there was an exchange that I did not overhear. The man got into the pedicab, and off it went. I have no idea what happened to that poor chap or whether he made it to Guildford in the pedicab from the fringes of Leicester Square, but I doubt it.

It occurred to me after the event that what probably happened, as we have heard from other Members, was effectively a sort of mugging. This chap, in his relaxed state, was likely to have been relieved of quite a lot of money for a service that he had stumbled into in his confusion, probably with a sense of good humour, adventure or desperation to get home. It struck me that we really needed to do something about the pedicab system in central London.

I do not want to detain the House too long. I feel like an SNP Member commenting on legislation that affects only England in that, like my hon. Friend the Member for Christchurch (Sir Christopher Chope), there are no pedicabs in my constituency, although I look forward to his amendment on Report that would allow the relaxation of licensing so that pedicabs can emerge in Bournemouth and Christchurch. I am sure that campaign will feature on his election leaflets come the big day later this year.

Notwithstanding my imposing on the debate, I have antecedence in London as a Westminster councillor and a deputy Mayor for eight years. I support this Bill for four reasons. First, I regard myself as an economic liberal. I think we should avoid as much regulation as possible to allow the private sector to flourish and, frankly, to allow grown adults to freely enter into contracts between themselves. However, more important to me is that, in any industry or economic area, there should be a level playing field. We have to accept that these vehicles operate in London by dint of a strange loophole in rather ancient legislation.

When Airbnb arrived in London in a big way, all the hotels, which were very heavily regulated and had significant insurance and maintenance costs, were right to complain that an unregulated competitor was entering the market and that the Government had to take a decision. “Either you regulate Airbnb the same as us or you regulate none of us and allow us all to compete fairly.” That notion of a level playing field is key.

When I was at City Hall, I supported the arrival in London of Uber and other related taxi services on the basis that there should be a level playing field with the black cab service. I felt that if there were not a level playing field, black cabs should have some privileges that Uber and others did not have. The job of the Government or the regulatory authority is to balance those rights, privileges and regulations to make sure that all competition is fair. At the moment, as a number of Members have said, it is not fair that pedicabs are not regulated in the same way as other cabs.

Secondly, although many of us love and cherish the slight chaos of the centre of our capital city, it requires order from time to time. In particular, it requires order on the streets. Anyone who drives in London on a regular basis will know that it is hazardous at the best of times, not least because the growth in cycling and the fact we now have to drive at 20 mph mean there is a lot of overtaking and chaotic behaviour. Motorists have to keep their eyes peeled at all times for people suddenly swerving across the road, very often taking their life in their hands.

We need a sense of order, particularly in the densely built centre of town, and it strikes me that these pedicabs do not contribute to a sense of order. Having had close shaves with a couple of pedicabs over the years, I can say that they are often dangerously driven and badly parked. They block the roads and pavements, which, as my hon. Friend the Member for Cities of London and Westminster (Nickie Aiken) said, causes problems for emergency vehicles that need access to pedestrianised areas. We need a sense of order, and this Bill will achieve that.

Thirdly, successful city centres—and London is a particularly successful city centre—do not happen by accident. They happen because they are curated. When I was a Westminster councillor at City Hall, we were very careful to preserve the ability of residents to live in central London and to ensure that the west end in particular should be a mixed residential and commercial area. That was key to its success, and if there is a sense of nuisance, which many pedicabs are—will have heard about the music and the lights and all the rest of it—that will be just another straw breaking the camel’s back to drive the residents out of central London. If we want the west end to stay vibrant and successful—the powerhouse, frankly, of the economy that it is—we cannot allow it to turn into the City, where there are no residents and it is dead after 9 o’clock and there is no one there at the weekends. That is just not the way to curate a city centre.

Curating a city centre is an art as much as a science, and the municipal authorities have an obligation to allow a certain amount of chaos and scruff. I have lamented the municipal Domestos, for example, that has been poured over Spitalfields by the City Corporation. It has destroyed that asset for the City and it is now just another dull shopping centre filled with chains. I look to companies such as Soho Estates, which is a great custodian of the area around Soho Square; it carefully curates who occupies its properties in order to maintain both the reputation and the character of Soho as a slightly louche, shall we say, part of the capital, which all of us have enjoyed from time to time, mostly in our youth. That curation requires tools with which we can control some activities, and that includes pedicabs.

The fourth reason I support the legislation is the issue of crime. There is, unfortunately, a litany of stories of crimes being committed by people operating these cabs, whether ripping off tourists, putting passengers in danger or using their pedicabs to run drugs. They are not unrelated to the criminal fraternity and we need to be able to root out those people and have the control to remove them, because in the end this is all about making money, and if we remove them and leave space for the reputable operators, we will have a much better sense of safety for the public in central London.

I acknowledge the hesitancy of my hon. Friend the Member for Christchurch about regulation, and in normal circumstances would share it, but we must bear in mind the notion of a level playing field and of a service that operates within the capital that is reputable around the world and does not feature on social media for tourists in other countries as one of the rip-offs they must avoid—a bit like how so many Italian cities are now advertised on social media as infested with pickpockets. We have to think about the reputation of our city internationally and indeed its impact nationally. That is why I am very keen to support this legislation and have been a long-standing supporter of this step since my time at City Hall.

[Madam Deputy Speaker (Dame Rosie Winterton)]

I call shadow Minister.

Points of Order

Baroness Winterton of Doncaster Excerpts

Wednesday 29th November 2023 Commons Chamber

[Peter Dowd (Bootle) (Lab)]

On a point of order, Madam Deputy Speaker. I would appreciate any advice you can give me on a matter of great interest and concern to my constituents. It relates to the attitude of National Highways officials in the north-west office. A freedom of information request revealed several emails that, in my view, show a worrying lack of candour and transparency in National Highways’ dealings with me in relation to the replacement of a footbridge on a major road in my constituency. In particular, I have been accused of “whipping up a frenzy” among my constituents in relation to that important safety matter—I am doing my job, not whipping up a frenzy. Any advice from you would be welcome.

[Madam Deputy Speaker (Dame Rosie Winterton)]

I thank the hon. Gentleman for giving me notice of his point of order. I certainly agree that he, or any other Member, should not be criticised for pursuing issues of concern to their constituents. The hon. Gentleman has put his concerns on the record, and I believe the Minister may wish to make a quick point.

[The Parliamentary Under-Secretary of State for Transport (Guy Opperman)]

Further to that point of order, Madam Deputy Speaker. The hon. Member for Bootle (Peter Dowd) was kind enough to notify me of his intention to make a point of order and I have already begun the process of looking into it. It is fair to say that he is a friend of mine, although I know that many will hold that against him. He is merely doing his job, and I will make sure that that continues.

[Madam Deputy Speaker]

I was about to say that the hon. Gentleman might want to consider raising the issue with Ministers, but that has already happened. I am grateful to the Minister, and I am sure that the issue will be considered between the two of them.

[Caroline Lucas (Brighton, Pavilion) (Green)]

On a point of order, Madam Deputy Speaker. I was very grateful to Mr Speaker for granting my urgent question, but do you have any advice on what can be done when a Minister simply refuses to answer a single question and essentially abuses the procedures of the House? I asked 12 questions in good faith. The Minister was on her feet for 49 seconds, during which time we learned that the Secretary of State is at COP, that there is a Department for Energy Security and Net Zero, and that the Minister’s granddaughter cares a lot about the planet. That is all very fascinating but it did not answer a single one of my questions. How can we do our jobs as Members holding the Government to account when Ministers can stand at the Dispatch Box for 49 seconds and not answer a single question on an issue deemed worthy of an urgent question?

[Madam Deputy Speaker]

I thank the hon. Lady for her point of order, but I am not responsible for the answers given by Ministers. I believe the Minister would like to say something.

[The Parliamentary Under-Secretary of State for Energy Security and Net Zero (Amanda Solloway)]

Further to that point of order, Madam Deputy Speaker. I believed that I had answered most of the questions the hon. Lady asked in my opening remarks. My understanding was that I was to give a short response. If there is anything I have not responded to, I am happy to respond in writing. My right hon. Friend the Member for Suffolk Coastal (Dr Coffey) made the important point that there have been previous debates on this issue, and I suggest that if the hon. Lady had turned up to those debates, she would have been able to have a fuller—[Hon. Members: “Hear, hear.”]

[Madam Deputy Speaker]

Order. I thank the Minister for that response. Both the hon. Lady and the Minister have put their views on the record. I am sure that there will be further opportunities after the summit for the issues to be discussed.

[Caroline Lucas]

rose—

[Madam Deputy Speaker]

I do not want to prolong this exchange, but I will allow a very brief point.

[Caroline Lucas]

On the point made by the right hon. Member for Suffolk Coastal (Dr Coffey) and just now by the Minister, they will know that there is one person representing my party and I cannot be in two places at once—I am working on it! There are 350 Conservative Members, and just one Back Bencher was at the debate last week. I suggest that they look at getting their own house in order before criticising this side.

[Madam Deputy Speaker]

This is getting way beyond anything resembling a point of order, so we should move on swiftly.

Bill Presented

Post Office (Horizon System) Compensation Bill

Presentation and First Reading (Standing Order No. 57)

Secretary Kemi Badenoch, supported by the Prime Minister, Secretary Oliver Dowden, Secretary James Cleverly, Secretary Grant Shapps, Secretary Alex Chalk, Secretary Michelle Donelan, Secretary Michael Gove, Secretary Mel Stride and Secretary Alister Jack, presented a Bill to provide for the payment out of money provided by Parliament of expenditure incurred by the Secretary of State under, or in connection with, schemes or other arrangements to compensate persons affected by the Horizon system and in respect of other matters identified in legal proceedings relating to the Horizon system.

Bill read the First time; to be read a Second time tomorrow, and to be printed (Bill 16) with explanatory notes (Bill 16-EN).

Zero-emission Vehicles, Drivers and HS2

Baroness Winterton of Doncaster Excerpts

Monday 16th October 2023 Commons Chamber

[Mr Harper]

The hon. Gentleman raised two points. On the first, I make no apology for basing a decision on the facts. The facts have changed—both the costs have increased and the benefits have reduced—and pouring taxpayers’ money into a scheme where that had happened would not make a lot of sense. On his second point, I am now thoroughly confused: I thought the Labour Party had now accepted that HS2 was not going to happen and that it preferred all the alternative things we wanted to spend the money on. It cannot have it both ways. If he and his colleagues want to complete the second phase of HS2, they must go and tell everybody else that they do not want to spend the money on all those other things that we are going to spend it on. We have to make choices in politics. We have made our choice. I am happy with our choice and will defend it. They cannot have it both ways.

[Madam Deputy Speaker (Dame Rosie Winterton)]

Apologies—I inadvertently called two speakers from the Opposition side, so I will next take two from the Government side. While I am on my feet, I remind Members that we have another big statement and an important debate to come, so I urge brevity in questions and answers.

[Katherine Fletcher (South Ribble) (Con)]

When the Secretary of State is looking at Network North, which I do welcome—I thank him very much for the A582 benefit in the Ribble Valley constituency of Mr Deputy Speaker; he will be delighted with that name-check—may I encourage him to think about the structure for funding other opportunities? There is a gap in the market between very large rail schemes and those extremely small rail schemes that are too small for local councils to deliver, such as at Midge Hall in my constituency, where the trains stop at a platform and we have the nonsense of customers not being able to get on or off. Does he agree that we could look at such improvement schemes in Network North?

UK Automotive Industry

Baroness Winterton of Doncaster Excerpts

Monday 18th September 2023 Commons Chamber

[John Redwood]

The hon. Gentleman makes a very good point, and it is an additional reinforcement, but I think fleet buyers are also very conscious of the environmental requirements.

I stress that, for this to work, it has to be a popular revolution. Millions of people have to decide for themselves, having listened to the arguments and seen the products, that green products are better than the old products, and in some cases they very clearly are and people will rush out to buy them. If we are still in a world in which people are not of that view, we can subsidise, tax and lecture all we like, but people will not change their mind.

One of the ways in which businesses and people could get around any attempt by this Government or a future Government to ban all sales of new petrol and diesel vehicles in 2030, when the rest of the world is not doing so, is that people will set up businesses to import nearly new petrol and diesel cars from places that still sell them and make them, to sell them as second-hand cars on the UK market. I do not believe anyone is suggesting that we ban the sale of second-hand diesel and petrol cars, as that would immediately remove all the value from our cars, meaning that we are prisoners—we either run the car until it falls to pieces or we lose its value and are unable to make the changes we would normally make.

There will have to be a definition of what is a new car, and it will presumably have something to do with how long ago it was made and/or how many miles it has on the clock. Whatever the definition, there will then be a good opportunity for people to sell cars that are four months old, rather than three months old, or that have 3,000 miles on the clock instead of 500 delivery miles. There would be a nearly new market, but the cars would all be imports, because people here would try to obey the law.

I urge all politicians to remember that they cannot just lecture, ban, tax or subsidise people into doing things unless the product has an underlying merit that people can see. Can we please work with the industry to prove that underlying merit? And do not ban things in the meantime, because Britain will lose jobs and factories. We cannot save the electric vehicle until the electric vehicle saves itself.

[Madam Deputy Speaker (Dame Rosie Winterton)]

I call the SNP spokesperson.

High Speed 2

Baroness Winterton of Doncaster Excerpts

Monday 18th September 2023 Commons Chamber

[Mr Holden]

I thank my right hon. Friend for his question. It is sometimes difficult to know what the Leader of the Opposition supports or does not support. We have had a three-way flip-flop in just the last few days. It is interesting that the hon. Member for Sheffield, Heeley (Louise Haigh), from the Opposition Front Bench, raised the fact that I am here today rather than the Secretary of State, given that the shadow Chancellor of the Duchy of Lancaster seems to have a very different opinion from the hon. Lady about what is going on with Labour policy.

[Madam Deputy Speaker (Dame Rosie Winterton)]

I thank the Minister for answering the urgent question.

Buses: Funding

Baroness Winterton of Doncaster Excerpts

Wednesday 17th May 2023 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

With permission, Madam Deputy Speaker, I wish to make a statement on the steps that the Government are taking to ensure that bus travel remains accessible and affordable for everyone, while bearing down on the cost of living.

Let me start by summarising the situation as we find it. People across the country are facing massive cost of living pressures following Russia’s illegal invasion of Ukraine. That is why we have a commitment to halve inflation this year to ease the cost of living and give people greater financial security. For the bus sector, that comes on the back of a global pandemic that saw passenger numbers drop to as low as 10% of their pre-pandemic levels. However, bus journeys are now recovering to around 90% of their pre-pandemic levels outside of London. Taking the bus remains the most popular form of public transport, and millions of people rely on these vital services every day.

Local bus networks provide great access to work, education and medical appointments, driving economic growth across the country. They can be a lifeline for those for whom travelling by car or other forms of public transport is simply not possible. That is why over the past three years we have invested more than £3 billion to support and improve bus services in England outside of London. That level of investment was a sign of the times, but today, we need to move out from underneath the shadow of covid-19, where the sudden absence of passengers made it necessary for the Government to step in, first through the covid-19 bus service support grant, and later through the bus recovery grant.

We face a challenge to return the network to its pre-pandemic footing while confronting fundamental changes to travel patterns, but buses remain a critical part of our transport infrastructure for many people, especially outside London in suburban and rural areas. Billions in Government funding has been made available to keep fares down and to keep services up and running. Bus routes have been kept alive where they may have proven so uneconomic that they risked being scrapped altogether. Without them, whole communities would have lost out, risking people becoming totally disconnected, especially older and more vulnerable people. While we have seen overall patronage recover to around 90% of pre-pandemic levels, concessionary fares continue to lag significantly behind. We recognise that we can maximise opportunities to bring concessionary passengers back to the bus, and I will return to that point later.

Supporting bus services at their lowest ebb was the right thing to do. However, if the public purse alone props up bus services, that would not be a funding model; it would just be a failing business. It is not the business of this Government to allow our buses to fail. We must reform bus funding in the long term, and we will work with the sector to better understand the impact before moving ahead with any implementation. We must adapt to new levels of patronage, acknowledge that there are extremely challenging financial circumstances and balance the needs of taxpayers, the travelling public, operators and local authorities. All parts of the sector have their role to play.

The Government will play our part. Today, I can announce a long-term approach to protect bus services, keep travel affordable and support the bus sector’s long-term recovery. I can announce that the Government will provide: an additional £300 million over the next two years to protect vital routes until April 2025; £150 million between June 2023 and April 2024; and, another £150 million between April 2024 and April 2025.

Some £160 million of that funding will be earmarked for local transport authorities through the new bus service improvement plan plus—a mechanism to improve bus services while empowering local authorities to make the call on how services are planned and delivered. It comes in addition to the existing £1 billion of funding through the national bus strategy that has already been allocated. BSIP+ will be focused on communities that did not previously benefit from BSIP allocations. In addition, a further £140 million will be provided to operators through the bus service operators grant plus mechanism, supporting them with the services they run.

This package means that passengers can continue to rely on their local bus to get around. Alongside it, we will consult with operators and local authorities on measures to modernise and futureproof bus funding for the long term. This is part of the Government’s vision to improve connectivity through the bus services that this country relies upon. This funding and our bus vision will grow the economy, creating better-paid jobs and opportunities in every part of the country.

At a time when the cost of living is a challenge for many, we also recognise that price is a key barrier to growth. The more affordable travel is, the more likely passengers are to get on board. We understand that every penny counts. The Government stepped up during the pandemic with support for businesses and their workers with low-cost loans and, most vitally, the furlough scheme. Following Russia’s illegal invasion of Ukraine and the knock-on inflation caused by the energy price shock, we again stepped up. We have delivered an energy package of more than £90 billion, literally paying half the energy bills of households across the country, with extra support for the most vulnerable. We will halve inflation this year to ease the cost of living pressures and give people financial security. We will grow the economy, creating better-paid jobs and opportunity right across the country.

In transport, we also understand the pressures placed on people’s finances. That is why we cut fuel duty by 5p a litre, kept train fare rises significantly below inflation and introduced the “Get Around for £2” bus scheme nationwide and provided the funding for local authorities in Greater Manchester, West Yorkshire and elsewhere to do the same. The nationwide scheme was initially for three months until 31 March this year. I then extended it until 30 June. Today, I can also inform the House that the Government will provide a further £200 million to continue capping single fares at £2 in England outside London until 31 October 2023. After that, we will continue to support bus passengers with the cost of living. We will replace the £2 cap with a £2.50 fare cap until 30 November 2024, when the Government will review the effectiveness of future bus fares.

Since the £2 cap was introduced, it has saved passengers millions of pounds, boosted businesses and put bums on bus seats across the country. This decision builds on the Government’s help for households initiative and supports everyone through the cost of living increases, especially those on the lowest incomes, who take nearly three times as many bus trips as those on higher incomes. It puts money back into people’s pockets and keeps them connected to key local services. It encourages millions of passengers to get back on the bus by knocking close to a third off the average single fare, and more for longer journeys. Taking that forward, my officials will work with the sector to confirm operators’ participation in the scheme. We will also undertake a review of bus fares at the end of November 2024 to support the sector in moving to a sustainable, long-term footing.

In conclusion, what I have shared with the House today is part of the largest Government investment in bus services for a generation. It exceeds our bus back better commitments by half a billion pounds, providing certainty to industry, securing value for taxpayers, protecting access to vital public services, delivering our priority to grow the economy, and helping people with the cost of living. All the while, we will work with the sector to reform bus funding in the long term. We will work towards affordable and reliable bus services for everyone, everywhere, all at once. That is what the travelling public deserves, and that is this Government’s ambition. I commend this statement to the House.

[Madam Deputy Speaker (Dame Rosie Winterton)]

I call the shadow Secretary of State.

--- Later in debate ---

[Mr Holden]

It was delightful to hear the shadow Secretary of State’s prepared attack lines, because I do not think she actually listened to the statement. We are exceeding the bus back better commitment by £500 million. I note that the hon. Lady did not mention the fact that Sheffield city region is getting £3.15 million today—[Interruption.] If the hon. Lady would let me speak, rather than shout at me from a sedentary position, she might actually learn something. Stoke, which she mentioned, has already had £31.6 million in BSIP funding. Hampshire, which she also mentioned, is also getting £3.6 million today.

The hon. Lady talked about her plan for the devolution of powers, but we have already done that. She does not seem to be paying any attention to what is happening in her own area of South Yorkshire, which has received £570 million. Greater Manchester is receiving over £1 billion over five years. That was never delivered by Labour in government, but delivered by this Conservative party right across the country. There are sustainable transport schemes and city region sustainable transport settlements—all delivered with money from this Government—[Interruption.] She shouts that this is about Labour Mayors, but we have done deals with Conservative Mayors and Labour Mayors. I do not care about party politics; I want to deliver for bus users right across this country.

That is different from the ideological approach taken by the hon. Lady, who seems to think that if everything was under total state control, everything would be better. We know from the past that that is not true. We want to deliver for people up and down the country. That is why we are extending the £2 bus fare, delivering for people on the lowest incomes right across the country. I know that the hon. Lady is in the pocket of the train drivers’ unions, but I suggest that she stand up for working people right across the country, the majority of whom use bus services.

Today, we are delivering £500 million of extra support and for an extra two years, not only for the cost of living, but for bus services right across the country. I think the hon. Lady would do well to follow our example and think of the long term, rather than ideological and political attacks.

[Madam Deputy Speaker]

I call the Chair of the Select Committee on Transport.

[Iain Stewart (Milton Keynes South) (Con)]

I warmly welcome this announcement, not least because the Minister has taken on board the recommendations made in the Transport Committee’s March report on the national bus strategy. It is right to focus on the necessary longer-term reforms, and I particularly welcome the intervention on BSIPs, which the Committee found were a mixed bag across the country. Some are working very well, but other authorities were not able to deliver a good plan. Will the Minister assure me that his officials will work with local authorities to design good new bus strategies for the areas that do not have one?

--- Later in debate ---

[Madam Deputy Speaker (Dame Rosie Winterton)]

I call the SNP spokesperson.

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

In principle, I welcome today’s announcement on fares by the Government. Anything that helps to make bus travel more attractive and drives modal shift is to be welcomed. [Interruption.] Just wait—there’s more!

In Scotland, we have taken a different approach, and extended free bus travel to include every Scottish resident under the age of 22. The feedback thus far is that we are seeing a big increase in travel among those groups, getting them in the habit of taking the bus and normalising public transport. However, when it comes to real investment and spending on bus infrastructure, I am afraid the DFT is still lagging well behind. Of the 3,500 buses farcically claimed by the UK Government as helping meet their target of 4,000 zero-emission buses for England outside London, nearly a fifth are funded by the Scottish Government, over whom the Minister has zero jurisdiction. He is using the success of the Scottish Government and others to cover for their own failure.

Incidentally, four weeks ago the Secretary of State promised the House that he place a letter in the Library setting out the details of the pledge and of delivery thus far, but we are yet to see that letter placed in the Library.

In Scotland, ScotZEB 2—the Scottish zero-emission bus challenge fund 2—was announced just this week, providing another £58 million to further enhance and improve bus services across the country, including in my own constituency. This will bring Scotland’s zero-emission bus fleet up to about the equivalent of 8,000 buses in England. In contrast, of the 1,342 buses in England outside London claimed as funded under the ZEBRA—zero-emission bus regional areas—scheme, only six are on the road. If I looked out of the window of my constituency office in Renfrew, in 15 minutes I would see more zero-emission buses passing by, serving passengers and contributing to the net zero transition, than are actually on the road through this Government’s ZEBRA scheme.

Will the Minister do the right thing, unlock the logjam in the ZEBRA scheme in England and at least try to catch up with its success in Scotland, and will he confirm that every penny spent as a result of this announcement will be subject to Barnett consequentials to allow the Scottish Government to continue their investment in our public transport network—investment that builds for an electric future?