Oral Answers to Questions

Ruth Cadbury Excerpts

Thursday 16th December 2021 Commons Chamber

[Grant Shapps]

My hon. Friend is absolutely right that the dual problems of the impact of the pandemic and the strike action through the year, which I am pleased to say is now resolved, led to a backlog, particularly of occupational licences—that was at 55,000. I am pleased to report to the House that that has now been entirely cleared and those are being processed in five working days. The rest of the work is now being processed much more quickly as well, and we expect the service to return to normal next year.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

The Transport Committee has been raising concerns about the DVLA’s performance for well over a year and it does not seem to have approached the pandemic and its management of confidential and paper records as other Government agencies with similar challenges have been able to do during the pandemic. Does the Secretary of State not recognise that the delays that are still ongoing, particularly for heavy goods vehicle drivers and those who wish to be driving HGVs, are only adding to the crisis in the supply chain and in lorries delivering essential goods?

Rail Investment and Integrated Rail Plan

Ruth Cadbury Excerpts

Wednesday 8th December 2021 Commons Chamber

[Dr Jamie Wallis (Bridgend) (Con)]

Will the hon. Lady be equally vociferous with her colleagues in the Senedd? The devolved rail lines in Wales were recently rated the worst in the United Kingdom, and the Welsh Government continue to insist on not building the M4 relief road, so there will be longer journeys. Will she talk to her colleagues in the Senedd about those points?

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

rose—

[Louise Haigh]

I give way to my hon. Friend.

[Ruth Cadbury]

I thank my hon. Friend for the very powerful speech she is making and congratulate her on her new role. Does she agree that as well as squandering the opportunity to provide jobs and regenerate so many communities in the north, this plan squanders the opportunity to take freight and cars off the road, which would reduce congestion and pollution and increase journey speeds for those who need to be on the road?

[Louise Haigh]

That is exactly the point, and it was the point of the original plans for HS2 and Northern Powerhouse Rail. The hon. Members for Shipley (Philip Davies) and for Keighley (Robbie Moore) understand that. They understand what it means to scale back NPR. They have described the decision as hugely and bitterly disappointing.

--- Later in debate ---

[Grant Shapps]

Our manifesto talks about the Oakervee review. The hon. Gentleman’s constituency of Chesterfield will be served by a new line to the east midlands completing the electrification of the midland main line, which I will come on to shortly.

Our reforming vision marks a new era of investment and growth. The integrated rail plan starts to provide benefits to passengers and communities quickly, rather than leaving it for two decades as previously planned. We will boost eight of the 10 busiest rail corridors across the north and the midlands. We will speed up journeys, increase capacity and run more frequent services, and we will do all that much earlier than previously planned.

[Ruth Cadbury]

Does the Secretary of State not recognise that upgrading existing lines is far more disruptive for the existing passengers of those lines than building new lines? Will he retract the statement that he made on the radio on the day he released the plan when he seemed more worried about car drivers on the M1 being upset by potential works on the new high speed link than about passengers on the existing rail network who will suffer years and years of disruption?

[Grant Shapps]

As I will come to shortly, it is not just about upgrading lines or building one or two high speed lines; it is about three new high speed lines and £96 billion of investment overall. Rather than focusing purely on inter-city connections, we will also strengthen regional rail lines in a way that economically benefits the midlands and the north the most and tie them into the main network. It is one integrated solution that delivers a better, faster, more efficient and more affordable railway than the outdated blueprint from 2019.

Road Traffic Offences: Fatal Collisions

Ruth Cadbury Excerpts

Monday 15th November 2021 Westminster Hall

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

It is a pleasure to serve under your chairship in this important debate, Mr Rosindell. I thank the Petitions Committee, and I particularly thank my hon. Friend the Member for Neath (Christina Rees) for her powerful speech introducing the debate. I thank the hundreds of thousands of people who have signed the petitions and particularly the families who have come here today, who are sitting in the Gallery. I also thank my hon. Friend the Member for Bootle (Peter Dowd), who was so brave in describing his tragedy. His experience and the experiences of our constituents bring home what an important issue it is. It is a cross-party issue.

I co-chair the all-party parliamentary group for cycling and walking. In 2017, when we were still the all-party parliamentary cycling group, we published a report on justice and the legal system, which made a number of recommendations about changing the law. Some of those recommendations were subsequently incorporated into law, but more can be done, as I will discuss shortly.

Three years ago this month, I led a debate in Westminster Hall on this very topic. We had a useful response from the then Minister with responsibility for transport, who repeated his announcement that the law was changing, and I congratulate the Government on the changes they have made. We thank them for increasing the maximum sentence for dangerous driving from 14 years to life and for increasing the sentence for careless driving while under the influence of drugs or alcohol from 14 years to life. The Government are bringing in a new offence of causing serious injury by careless driving, with a maximum sentence of two years.

I congratulate the Government on what they have done to encourage more people to cycle and walk, using covid emergency legislation. They have brought in funding and regulatory changes that make it safer to walk and cycle in those areas where local authorities have used that funding and regulatory change, particularly in areas that have created more space for cycling. However, we will not get more people cycling until or unless the conditions on the road not just feel safe, but clearly are safe. The same goes for motorcyclists, who are proportionately among the most frequent victims of road traffic incidents.

I also thank the Government for bringing in revisions to the highway code. Those revisions, about the hierarchy of road users, are supported by many organisations that represent vulnerable road users. There is now an expectation placed on the vehicle driver, who is driving a potentially dangerous metal can weighing several tonnes at speed at people on bikes or motorbikes, walking or in buggies. That is good, but we need improved messaging about the revisions, because I do not think most drivers, possibly even most police officers, are aware of them.

I thank Living Streets, British Cycling, Cycling UK and the Road Danger Reduction Forum for providing Members with useful briefings and statistics, all of which bring home the importance of this issue. Every time road safety has been discussed in this House, Members from all parties have taken part, and today we have heard from the hon. Members for Keighley (Robbie Moore) and for Truro and Falmouth (Cherilyn Mackrory), my right hon. Friend the Member for Exeter (Mr Bradshaw) and the hon. Member for Strangford (Jim Shannon). We all have experiences of incidents where justice has not been done for the victims of road traffic collisions and their families. There is still more work to do to get that to change.

The Police, Crime, Sentencing and Courts Bill is currently going through Parliament. I thank the Members of the House of Lords for taking some amendments forward, and my right hon. Friend the Member for Exeter for his amendment to the Bill when it was in this House. We will discuss these matters again on consideration of amendments. We need to clarify the distinction between careless and dangerous driving. Driving should be deemed careless or inconsiderate if it involves a breach of the highway code that causes inconvenience, intimidation or danger to another road user, and it should be deemed dangerous where a breach would lead to a driver being failed automatically if they drove in that way during a driving test.

We also need to ensure that the maximum custodial sentences for causing serious injury do not fall vastly below those for causing death by equally bad driving, while strengthening the role of driving bans for offenders whose driving has clearly caused danger but who are not obviously dangerous persons. We have heard examples today of repeat offenders who are clearly dangerous and who need to be imprisoned to ensure public protection. As right hon. and hon. Members have said, there are others for whom a driving ban would be sufficient punishment because they are not otherwise dangerous people.

We need to strengthen the penalties for those who continue to drive while banned; align more closely the offences and penalties for causing death and serious injury while under the influence of drink or drugs with those for causing death and serious injury while driving while disqualified; and create a new offence for causing serious injury while under the influence, with a maximum sentence of five years. We also need to increase to two years the maximum sentence for opening the doors of vehicles in a manner that results in death or serious injury. A woman died in such a situation on Chiswick High Road in my constituency many years ago.

I want to address another point that I do not think has been mentioned today but which we raised during our 2017 inquiry. A number of people get off and avoid a ban—or successfully appeal against one—after receiving 12 points or more, which should result in an automatic ban. To make an analogy with a serious house burglar or someone who carries out an assault in the street, they do not get off and avoid their sentences because they need to go to work or look after their children, so why should somebody who causes serious injury through dangerous or careless driving be let off a driving ban? I agree that a driving ban should be used more, but it should be imposed more by the judicial system.

Safer roads mean that more people will walk and cycle. That will reduce congestion, improve health, reduce pollution and improve the economy because those vehicles that need to be on the road will be able to get to their destination faster. Our sympathy has to be with all those who have lost a loved one through death by dangerous driving. We in this place can act on that sympathy, and offer more than just words, by strengthening the law.

HGV Driver Shortages

Ruth Cadbury Excerpts

Monday 13th September 2021 Commons Chamber

[Mr Speaker]

I call Ruth Cadbury.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

Thank you, Mr Deputy—[Hon. Members: “Ooh!”] I mean thank you, Mr Speaker.

As the hon. Member for Bexhill and Battle (Huw Merriman), the Chair of the Select Committee, so ably said, this problem has long been predicted. However, the current and short-term solutions that the Secretary of State is introducing include extending driver hours, loosening the rules on pulling trailers and having a fast track into HGV driving. Will the Secretary of State release the impact assessments on the safety implications of those and the other changes, which raise extreme concerns for road users?

[Grant Shapps]

We are always, front and centre, most concerned about road safety; the hon. Lady is absolutely right to point that out. Fortunately we have a very large cohort of drivers who can already pull longer trailers— 16 million of them, in fact—so we are able to study the safety data, and have done so. On some of the other changes that she, and the hon. Member for Oldham West and Royton (Jim McMahon), referred to, testing is not being removed, as has been advertised; the test is being moved to a different point with the training organisations, which are very good and responsible organisations. Of course we will monitor this very carefully. Drivers’ hours are more flexible but they are still very restricted under the relaxations that we have provided, and they have to be notified as well. So yes, we keep a very close eye on these things.

Oral Answers to Questions

Ruth Cadbury Excerpts

Thursday 9th September 2021 Commons Chamber

[Rachel Maclean]

I thank the hon. Lady for her support for active travel. It is one of the Government’s key priorities, which is why we have committed £2 billion to roll out cycling and walking infrastructure across the country. Some of those schemes are already being rolled out very safely, and many local authorities up and down the country, including York, are benefiting from them.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

Residents of Regatta Point, a block of flats in Brentford, want to install electric charging points in their 60-space basement car park. They are coming up against huge logistical difficulties over transmission and getting the electricity down there for overnight charging, and a huge cost of roughly £1,500 a space. What is the Minister doing on the roll-out of EV charging for overnight charging in apartment blocks to address the financial and logistical hurdles they face?

[Rachel Maclean]

The hon. Lady has raised an important point. The Government’s intention is to ensure that wherever people live—whether that is their own home, a terraced home without parking, or, as she says, an apartment building—they have access to overnight charging, because that is the most convenient way for people to charge. We will be setting out more details in our infrastructure strategy, which we are publishing soon, but we are looking closely at the challenges of installing charge points in car parks and blocks of flats.

International Travel Rules

Ruth Cadbury Excerpts

Monday 19th July 2021 Commons Chamber

[Robert Courts]

My hon. Friend gives a perfect example of the importance of travel: there are certain things we cannot do over Zoom and she is quite right to draw attention to that. Transatlantic travel is hugely important to the United States and to the United Kingdom for many reasons, and has obviously been greatly affected by the pandemic, which has kept families apart and made trade difficult. We want to restore travel with our closest ally as soon as we possibly can. My hon. Friend will know that the Prime Minister and President Biden made clear the importance of bringing about the return of safe travel as soon as possible, which is why the joint UK-US experts’ working group to which she referred has been formed, and work is well under way to deliver that goal as soon as possible.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

Significant concerns about conditions for people who return to the UK and in the quarantine hotels have been expressed by Members of this House and by the directors of public health for the local authorities around Heathrow airport. One cannot book a flight until the quarantine hotel is booked. My constituent had to wait for more than a week to receive vital HIV medication while he was waiting to enter the UK and then again while in the quarantine hotel. He contacted me and we were fobbed off by being told: “The hotels have on-site doctors”. He needed a specialist doctor to prescribe his essential medication, which he had to wait too long to receive. That is unacceptable and I worry how many other people’s lives and health are being put at risk due to such delays and the poor management of the quarantine hotels and arrival system. What steps is the Minister taking to prevent this from happening to others who arrive in the UK?

[Robert Courts]

I am concerned to hear about the case raised by the hon. Member. If she would like to share it with me in writing, I will ensure that that complaint is sent to the right place and addressed. I am happy to take action on that individual case. More broadly, we of course continue, across Government, to ensure that the policies we have in place are not only accurate and required but carried out to the satisfaction of all involved. Circumstances have obviously been fast-moving. We are all committed to making sure that the policy is delivered and that quarantine hotels are managed appropriately.

International Travel

Ruth Cadbury Excerpts

Tuesday 29th June 2021 Commons Chamber

[Grant Shapps]

My right hon. Friend is absolutely right. That follows from the last question, really. It is no longer about just looking at what the infection rate is in a particular country; we need to understand who travels through that country. That can change a country’s rating, even though otherwise it would be perhaps a green list country. I refer him to the JBC’s advice, which sets out in considerable detail the various factors it is looking at. I extend the offer to countries and territories across the world to be in touch with us to better understand how we assess their data. Much of the time, a good hint for them is to be entirely transparent with the data and upload it to GISAID for sequencing so that we know that they know their level of variants of concern.

[Ruth Cadbury (Brentford and Isleworth) (Lab) [V]]

The communities around Heathrow are hugely dependent on aviation for jobs, so they have been devastated by the pandemic’s impact on international travel. Hounslow borough alone has lost 43,000 jobs, with lower-income communities hardest hit, and 22,000 Hounslow residents are still furloughed and worrying about the end of the scheme in September. Aviation and its supply chain is not in a position to recover by September, and the Transport Secretary repeating figures from the general schemes from which the sector has received support is of no help for the future. When will Ministers announce the specific sector support they promised? Will that include a sector-specific extension of furlough?

[Grant Shapps]

I am concerned about the position of airlines and airports and of the aviation sector generally—the House will be interested to know that I track it every single week. I am a little concerned about the hon. Member dismissing £7 billion of support as if it is not a significant figure as well as, indeed, the bespoke work done to help airports in particular to pay their rates. She will appreciate that it is for the Chancellor to come to the House to explain whether further measures will be taken, and I am sure he will return to the House when the next Budget and autumn statement come round.

Aviation, Travel and Tourism Industries

Ruth Cadbury Excerpts

Thursday 10th June 2021 Commons Chamber

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

While most of my constituents may have liked the peace of lockdown without planes coming into Heathrow over our heads every minute, we know that our leading national airport should be moving towards full operation at some point, but the big question is when. Apparently, it will be between two and five years before aviation is back to its pre-covid levels. Meanwhile, what will the cost have been to many of my constituents during this time, and when will the Government respond appropriately?

Hounslow Council research has found that the aviation sector and the wider supply chain contribute to over 20,000 jobs locally and support many small and medium-sized businesses across our borough. Some 8,000 jobs in Hounslow have been lost in 2020, and the number of my constituents claiming universal credit has skyrocketed. People have told me the personal cost to them, such as those losing their jobs in roles such as airline catering, and those working for British Airways at Heathrow airport, as well as for Mitre and other companies, who face being fired and rehired.

The Government have provided no sector-specific support for the UK aviation industry, unlike in France, Germany and Austria, where Governments are protecting jobs while imposing strong environmental conditions to help reach net zero. Instead of a strategy and sector-specific support, the UK Government flip-flop over international travel.

In addition to the points made so well in this debate so far, I want to add one about the delay in enabling testing at our airports. Heathrow provided the space and services for testing departing and arriving passengers last summer, yet the Government drag their feet on utilising them. There has been the delay in adding India to the red list and the further delay in setting up an arrival terminal for red list country arrivals. Passengers and staff have been exposed to covid infection in overcrowded arrival halls for hours on end, thanks to Border Force being incapable of fully staffing the immigration desks, despite passenger levels being way below the norm. North-west London public health directors have been raising concerns about the infection risks to travellers and staff at quarantine hotels. On investigating this, they found that staff working for different Government Departments and agencies were not talking to each other, let alone the local authorities.

Going forward, the Government must listen to local leaders such as Hounslow Council leader Steve Curran, who is calling for an aviation communities fund to support communities that have been so badly affected with support for businesses and for workers on reskilling and skill leak, and on environmental opportunities using the high-level skills we have in the aviation sector. We must put the environment at the heart of our response. Aviation contributes 8% of our emissions total here in the UK, and the figure is rising.

Those travelling, those wanting to travel and those working in the sector have been let down constantly over the past year by the Government and, frankly, they deserve so much better. I hope that the Government listen to them.

Hammersmith Bridge

Ruth Cadbury Excerpts

Wednesday 14th April 2021 Commons Chamber

[Fleur Anderson]

I thank the hon. Lady for highlighting the impact on young people. I have had an email from a sixth-former in my constituency who said that they formerly left from home at 7.30 am but now have to leave at 6 o’clock in the morning. This is having a really bad impact on students across the constituency.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

I, too, congratulate my hon. Friend on securing the debate and on her excellent speech. My constituents are also impacted, particularly by the additional road traffic that is finding its way through Chiswick as a result of the closure of Hammersmith bridge—2 or 3 miles away.

May I highlight the concern for the businesses and operators that use the river and have been unable to gain access upstream and downstream of Hammersmith bridge? They may not go under Hammersmith bridge unless the RNLI is on an emergency call, or they have to book in advance for very restricted opening—it has been on Sundays. This has had an impact not only on the RNLI’s training, maintenance needs and refuelling, but on businesses such as boatyards and the commercial tour operators, whose core business is travelling up and down the river. There is effectively a block on that at the moment, and that will continue until Hammersmith bridge is made safe.

[Fleur Anderson]

I agree absolutely, and I thank my hon. Friend for sharing the impact that the closure is having on so many businesses and organisations, and even on the RNLI, in London.

As the Minister will know, the bridge, which is one of the oldest suspension bridges in the world, was closed to cars two years ago and then fully closed to all vehicles in August 2020. The impact that is having in my constituency—and, clearly, in neighbouring constituencies —is catastrophic. However, I am not here to make the case for why the bridge needs urgently to reopen. That is so obvious, and I think it is something the Minister and I can agree on. I am here to spell out to the Minister and her Department that the biggest obstacle to progress at the moment is funding, and that only the Government have the funds, resources and legislative ability to make the changes needed to reopen and restore the bridge and to get south-west London moving again.

I want to make three points: first, about the taskforce; secondly, about Hammersmith and Fulham Council; and finally, about solutions. The taskforce, which was set up in September last year, seems to have morphed into a significant barrier to any sort of progress, instead of making the urgent progress that we need. It is little task and no force. Hammersmith and Fulham Council, Richmond Borough Council and Transport for London have carried out the actions detailed for them in the taskforce meeting, but the Government have not brought the action needed from their side.

--- Later in debate ---

[Rachel Maclean]

I thank the hon. Lady for her comments. It is not fair to taxpayers in any part of the country that that London borough should think that, due to its lack of a maintenance programme on this bridge over the years, people from outside the borough should be expected to stump up for its failure and incompetence. No, it is not fair to them.

In summary, as we have heard tonight, the closure of the bridge has affected not just those who need to cross it but those who travel along the river beneath it. The taskforce has enabled an agreement between the Port of London authority and the borough to allow limited and controlled river transits from 12 April when work is not being undertaken on the bridge. That is a very important point. It is welcome news for commercial river users, who can now continue operations as national lockdown restrictions ease.

[Ruth Cadbury]

Will the Minister give way?

[Rachel Maclean]

In a moment. I have given way several times already.

I reassure Members that the Department continues to work closely with all parties involved to reach a funding solution that is fair to national taxpayers. As I have said many times, there are demands on the public purse from all over the country for all kinds of things.

We must ensure that this bridge is reopened as soon as is safely possible. In all genuineness, I encourage the Members on the Opposition Benches to work constructively with the local council to get it to engage with the Government, who are going outside their statutory responsibilities to help to get this bridge reopened so that commuters, people listening tonight, residents on both sides of the Thames, users of the river, emergency services and wider businesses can make use of the crossing and ease pressures on Putney and Chiswick bridges.

We cannot do any more without a detailed funding solution. The buck stops with Hammersmith and Fulham. It needs to present that case to the Government and then we can take action.

Question put and agreed to.

Outer London Congestion Charge

Ruth Cadbury Excerpts

Tuesday 23rd March 2021 Westminster Hall

[Ruth Cadbury (Brentford and Isleworth) (Lab) [V]]

It is a great pleasure to serve under your chairship, Ms Rees. We are here today because of the failure to give Transport for London the long-term support it needs to keep London’s public transport financially viable. If it cannot survive financially, public transport in London will grind to a halt, and frankly so will London. The Government’s failure to support the finances is yet another sign that they are ignoring both the needs of hard-working Londoners and the role that London plays in the UK economy.

From scrapping the Government grants in 2015, to trying to scrap free travel for under-18s last year, refusing to devolve train travel to London because the then Transport Secretary did not want it in “the clutches of” a Labour Mayor, or sitting on their hands over Hammersmith bridge, successive Conservative Governments have a long record of simply refusing to give the UK’s capital city the support it needs to keep moving.

London’s Mayor, Sadiq Khan, has not only been standing up for London; he has also been cleaning up the mess left behind by his predecessor, who is now Prime Minister. Because of this funding history created by Conservative Governments, TfL is almost totally reliant on fare sales. I am proud of Sadiq Khan’s record on public transport over the past five years. He not only opposed efforts to cut free travel for under-18s, but has worked to introduce new, cleaner, low-emission buses, to cut the deficit at TfL, and to support much-needed action to clean up toxic air pollution, including here in my constituency.

By the start of 2020, the Sadiq Khan had fixed the financial mess left by his predecessor, who had raised fares in London by 42%. He also inherited a TfL that was making a loss of £1.5 billion on a like-for-like business. He reduced TfL’s operating deficit by 71% and increased its cash balance by 13%, ensuring that it was in a strong financial position prior to the pandemic. That is despite the fact that London was one of the only major cities in the world without a Government grant for day-to-day transport operation. For instance, Madrid gets 47% of its operating income from national and regional subsidies; Singapore gets 56% from Government grants; and Paris gets 16%. As with all the world’s major cities, London’s transport network is vital for key workers and business. It has kept our NHS workers going into work, it has kept supermarkets staffed, and it has kept our city moving.

The pandemic has had the same devastating effect on TfL’s finances as it has had on the failing privatised rail companies, yet the Government immediately bailed out those companies, handing out 18-month support packages to keep rail moving, with next to no strings attached. The same was not done for London, and there is simply no reason why that could not have happened. The Mayor has asked the Government to consider another option for funding London’s transport: to let London keep the £500 million in annual vehicle excise duty, which is spent almost exclusively outside London, but the Government will not countenance that.

Because of the lack of any alternative option, Mayor Khan is proposing a Greater London boundary charge for non-residents, which would apply only to vehicles registered outside Greater London that are driven into the capital. The charge would apply only once a day, when vehicles are driven across the Greater London boundary, and Londoners would not pay. A thorough public consultation process and impact assessment would be required before any charge could be introduced. This would take at least two years, meaning that any new charge would not be levied until after the capital’s recovery from the pandemic.

I accept that this proposal is not ideal and that it is quite a crude measure, but it is better than the impact of public transport in London grinding to a halt; an impact that would be felt not only by all Londoners, but by commuters from the constituencies of the hon. Members who have already spoken. London does not get any income from drivers from outside London who drive into the city. That is despite 1.3 million vehicle trips being made every weekday from outside London into the capital, which is about 25% of all journeys. Around 1 million of these trips are into outer London alone; 80% of car trips from outside London into the capital terminate in outer-London. The majority of those journeys are made by vehicles registered to addresses outside the London boundary, which highlights that drivers from outside London greatly benefit from using the capital’s roads, but without having to contribute to their upkeep.

Initial estimates suggest that such a boundary charge for non-residents, if levied at £3 50 a day and applied only to non-Londoners, could reduce the total number of weekday car trips across the Greater London area by 10% to 15%, and the vast majority would switch to more sustainable modes of transport. You could charge more. For example, £5.50 for the more polluting vehicles—those that do not meet the ultra low emission standard—is a possibility, although I am not proposing that. However, assuming two-way journeys in and out of London, total traffic coming off the road each weekday could reduce trips by around 250,000 to 400,000 vehicles, with the amazing associated air-quality benefits.

In conclusion, all of the UK deserves and should expect decent transport and decent public transport. The more good quality, affordable public transport there is, the less we need to be dependent on the private car, leaving the space available for those for whom a private car journey is the only option.

Public transport has to be paid for somehow. If this scheme goes ahead, I do not think that asking those drivers not paying the London council tax precept to pay a bit more towards the costs of running London’s transport network and contribute to the cost of the congestion and pollution they cause is unreasonable.