Civil Aviation

Bob Stewart Excerpts

Wednesday 18th October 2023 Commons Chamber

[Jesse Norman]

It is a delight to wind up this debate, and I thank colleagues who have spoken in what have been brief but deep and thoughtful exchanges. The hon. Member for Bath (Wera Hobhouse) rightly pointed to the anti-competitive potential of these measures, and also highlighted their modesty and, therefore, the sensitivities—she is absolutely right about that. She is also right in her concern about ghost flights. At the risk of violently agreeing across the Chamber, I think she is also right on the question of how long these measures will continue for. I will address that issue further in my remarks.

The SNP spokesman, the hon. Member for Paisley and Renfrewshire North (Gavin Newlands), was right to point out that there is no direct Scottish interest in this, and I thank him, as I thank the hon. Member for Wythenshawe and Sale East (Mike Kane), for supporting this Conservative legislation. I hope it becomes a habit for the hon. Member for Paisley and Renfrewshire North, as it has done for his former colleague, my hon. Friend the Member for East Kilbride, Strathaven and Lesmahagow (Dr Cameron)—I think that is a useful development in SNP politics.

My right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning)—[Interruption.] That is what I said. I said my right hon. Friend the Member for Hemel Hempstead, as the record will show. I was very sorry to hear again about the situation that his constituents have faced in relation to what happened at Luton. I absolutely take on board, and the House will have noted, his comments and concerns about expansion and its impact locally. He will appreciate that, as with Active Travel, the bus and coach sectors, and other items raised in the debate, that issue has nothing to do with the subject of this debate, and he was rightly critical of those who would crowbar in things that are not relevant. However, the concern of any colleague is always relevant if it is a direct constituency matter. He was right to raise it and I thank him for that.

I thank the hon. Member for Wythenshawe and Sale East for his support. As my right hon. Friend the Member for Hemel Hempstead said, the joy of having this debate on the Floor of the House of Commons is that a wider range of colleagues can come and express a concern, and we can shine a little light on the statutory legislative process, which is of enormous importance to the conduct of this House and the two Chambers of Parliament.

The hon. Member for Wythenshawe and Sale East asked about the metrics for use in relation to non-utilisation. Those are set out in the excitingly entitled “Principles of slot allocation” document at section 8.8, which concerns the “Justified non-utilisation of slots”, and those are the rules. To respond to his question about slots, obviously there is a consultation to be launched in due course, but those are the rules as they stand.

In relation to work on consumer rights, my right hon. Friend will be aware that on 27 June 2023 the Government published our response to the aviation consumer policy reform consultation, which set out legislative reform and non-legislative measures to ensure that passengers receive the best service possible. Among the non-legislative measures is a considerable range of efforts to work with industry on a variety of measures designed to accelerate and speed up the protection of those rights. He is absolutely right.

In relation to the use of these measures in future, Baroness Vere of Norbiton, the aviation Minister, said in the House of Lords recently that she was asking herself the question as to when these measures would wind up, and she hoped it would be soon. I think that represents the Government’s position.

It is true that we have a consultation planned on slots reform. Members will also note that the level of consultation that informs this set of measures is well spelled out in the explanatory memorandum to the legislation, and that sets out in some detail what conversations and discussions have been had with the industry, and it provides a fairly compelling background to these modest but flexible measures.

[Bob Stewart (Beckenham) (Con)]

I thank my right hon. Friend for allowing me to intervene. I am one of those people who came in here just to listen, because this debate was not being held in a dusty corridor somewhere upstairs—I am here to learn. I understand from my right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning) that the Ministry decides the number of slots, but who decides who gets those slots? Is it the airport or some other body?

[Jesse Norman]

I had sat down, but I am happy to take a late question from my colleague. The number of slots derives from historical control over and entitlement to slots at existing airports, but there are also mechanisms for reallocating slots that have been handed back and for allocating slots when they become available. Those are conducted by an independent process and reviewed by an independent process, and there are no plans in this legislation to make any changes to that.

South Fylde Line

Bob Stewart Excerpts

Wednesday 18th October 2023 Commons Chamber

[Mark Menzies (Fylde) (Con)]

Mr Deputy Speaker, it is a great pleasure to be holding this debate with a fellow Lancashire Member of Parliament in the Chair. In fact, we have gone from one transport debate to another, albeit with a rather large gap in between. As a Lancashire MP yourself, you are more than well aware of the issues on our county’s rail network and of the need for modernisation of the infrastructure and rolling stock. Indeed, you have fought diligently on behalf of your constituents for exactly the improvements that I am fighting for for mine.

Today, I am pleased to be able to raise the subject of the South Fylde line. It is raised repeatedly not only on the doorsteps, but at local events and in written correspondence. Just standing on the platform at Preston station, people come up to me and say, “We need to do better than this.”

Throughout my time as Member of Parliament, I have fought to improve services. In this, we have seen progress. The dilapidated Pacer trains, which used to deposit waste directly on to the tracks, are thankfully a thing of the past. In 2018, I was delighted to reopen the modernised Kirkham and Wesham station following the installation of a new platform and two lifts serving it, providing, at long last, a station that was accessible to all.

[Bob Stewart (Beckenham) (Con)]

I thank my really good friend for allowing me to intervene. May I say that I am delighted to hear that news? I last went to that station in July 1969 when I was going to the nearby Weeton camp. I have to say that it was showing slight age then, and so, some 50 years later, I am really glad that it has been modernised.

[Mark Menzies]

Colonel Bob, not only has it been modernised, but I still speak to constituents who remember you passing through in 1969. Once my right hon. Friend the Member for Bexleyheath—

[Bob Stewart]

Beckenham.

[Mark Menzies]

Sorry. Once my right hon. Friend the Member for Beckenham (Bob Stewart) has passed through, he is never forgotten.

The holy grail remains, however, the doubling of services on the line through the installation of a passing loop, and I am concerned that efforts in that area have, frankly, stalled. In June 2020, I submitted a full restoring your railway bid to double train services on the South Fylde line. The bid was one of 50 submitted, with the then Chancellor, now the Prime Minister, selecting it to be taken forward with Government funding to help to put together a strategic outline business case.

The SOBC was submitted in November 2021, and since then there has been no further progress or communication from the Department. My fellow bid partners and I feel slightly abandoned, with even the formal email address of restoring your railway now closed. My purpose today is therefore to seek assurances that the project continues to have the Government’s backing. The years of hard work that went into reaching that stage must not be allowed to fall by the wayside. Earlier this year, I launched the campaign to get the South Fylde line back on track.

I will give some context to where we find ourselves today. First opened in the 1840s, a little over a decade on from Stephenson’s Rocket, the history of the South Fylde line parallels the story of Victorian Britain and our railways more generally. Major expansion came in the latter decades of the 1800s, with new stations opening to serve the booming Victorian holiday industry. That was growing in Fylde, not just in the beach resorts and the residential communities that sprung up alongside them. They provided vital links for those commuting to Liverpool, Greater Manchester and the great mill towns of east Lancashire, where industry was booming.

The post-war era saw our railways enter a period of decline, with the rise of cars and dwindling passenger numbers, and of course Dr Beeching’s cuts would soon follow. Despite that, the South Fylde line survived as a two-track line until the 1980s, when the axe finally fell and the line was reduced to a single track capable of serving one train an hour in each direction. Recent years have seen something of a consensus reached around Beeching and the period of his cutbacks, and the closures that started with his report: they were a mistake. To echo the Prime Minister’s recent words, they were an example of an “old consensus” that favoured cars over public transport.

As the Minister knows from our correspondence on the topic, the South Fylde line falls far short of what is satisfactory, and is even further from being a good service. Reliability is a major issue, with one delay having an impact on services for the rest of the day, and a single track is neither the only issue nor the sole reason for the reliability issues. Be it staff sickness, driver shortages, faulty trains or signalling issues, Fylde’s commuters have heard it all. On a weekday evening, rail replacement services have become an increasingly common occurrence, turning a 20-minute train journey from Lytham to Preston into one lasting almost an hour.

In addition, Northern cut the frequency of weekend services in August, the peak of the summer tourist season, for reasons that remain unclear to me. Recent data from On Time Trains listed St Annes-on-the-Sea as the 2,204th ranked station for reliability, with all stations located beyond the line’s division at Kirkham and Wesham ranking similarly. Remarkably, that is an improvement from August, when the station fell outside the top 2,500, out of just 2,617 open railway stations across the UK. That is miserable reading for Fylde’s commuters and the many people who choose Fylde as a holiday destination. The train, I am afraid, is an unreliable option for them.

Midlands Metro Extension

Bob Stewart Excerpts

Thursday 26th January 2023 Commons Chamber

[Shaun Bailey (West Bromwich West) (Con)]

It is a pleasure to bring this matter to the Floor of the House. I will start in perhaps a different way by paying tribute to the Minister on the Treasury Bench. He and I have known each other for some three years, since we were elected together. People often say in this place that it is not a meritocracy and that it is who you know that gets you where you are, but my hon. Friend is certainly one of those who works incredibly hard. I would say that he is probably one of the hardest working Ministers we have, so I just want to pay tribute to him in my opening remarks.

Now I have buttered up the Minister, I will proceed to talk about what is a really important and vital infrastructure development for my communities in Tipton and Wednesbury and within the wider Black Country. The case for the metro is known, but I want to reiterate it. When we look at the return on spend, according to the 2017 review, for every £1 invested in the metro, we receive from £1.37 to £2.48 back into the local economy.

The metro forms an important part of the broader development strategy for the Black Country, and the Black Country core strategy has identified allocated sites, such as the DY5 enterprise zone, and the possibility of developing high-quality housing as well as commercial floorspace over a 25-year period. It has also identified, as part of the Black Country garden city project and innovation zones, an opportunity for some 45,000 new houses over a 10-year period, with continued investment as a result of the metro. We need high-quality homes and housing, and the metro extension between Wednesbury and Brierley Hill—the part of the extension on which my comments will focus—has the potential to unlock and leverage some £6 billion of investment, particularly in high-quality homes and housing.

The scheme is intrinsically linked to the Merry Hill masterplan to ensure that the Merry Hill site and the broader Brierley Hill area continue to be developed with some 3,000 homes and 300,000 square metres of commercial opportunities. That is all part of what was originally announced in the 2017 plan. We know that for the communities in Tipton and Wednesbury, and of course in Brierley Hill, which is represented in so sterling a way by my hon. Friend the Member for Dudley South (Mike Wood), there is the potential, if we get this right, to unlock proper investment. My hon. Friend is a real champion for Brierley Hill—if anyone needs any information about it, they should speak to him, because he is the master of everything to do with Brierley Hill.

There is also an infrastructure case, and I will talk about the comparisons with bus journey times from areas in my constituency to Bull Street, which is one of the main termini in Birmingham city centre for the metro. I will give the Minister some examples on the basis of the proposed tram stops. Currently, a bus from the proposed Great Bridge tram stop takes 66 minutes, but with the new metro extension it would take 29 minutes to make the equivalent journey. Equally, from Horseley Road, also in Tipton, and Dudley Port, 71 and 72 minutes have been cut to 31 and 33 minutes respectively.

For public transport users, this is a vital project that will unlock our tourist attractions in the Black Country. Everyone knows about the fantastic Dudley zoo. Everyone from the west midlands has been to Dudley zoo, or the Black Country Living Museum, which has the best chips going. Its fish and chip shop is absolutely incredible, with chips fried in proper beef dripping. I honestly suggest that Members go along for our fantastic Black Country battered chips.

[Bob Stewart (Beckenham) (Con)]

What about the fish?

[Shaun Bailey]

And fish as well, as my right hon. Friend points out.

If we get this right, it will unlock a real opportunity to see the best of the Black Country and galvanise our communities. Whether people love it or loathe it, HS2 is a key part of the broader infrastructure journey for the west midlands. The metro extension from Wednesbury to Brierley Hill—should it be completed—will allow communities in the Black Country to access that infrastructure, with routes through to Curzon Street and on to the HS2 line. That means that my constituents in the Black Country and Sandwell, as well as those in Dudley, will have access to what is being billed as one of the key parts of our infrastructure journey—an infrastructure revolution, particularly for communities in the west midlands.

We must also look at the jobs case, with a predicted 393 temporary construction jobs on site each year across the proposed construction period, an estimated total of between 2,000 and 5,000 new jobs, and an increase in gross value added of between £0.7 billion and £1.5 billion. Clearly that case has been made. It has been made powerfully and endorsed by the West Midlands Combined Authority, which is completely behind the project and understands its importance to the region.

We must ensure that delivery happens, and I must highlight some concerns about that. The current Wednesbury to Brierley Hill track cost £41 million per kilometre to construct. The WMCA reported last year that the cost of the six to eight mile track has gone up from £448 million to £550 million, and we currently have a £290 million shortfall. Infrastructure costs money—we know that. There is a lot I could do with £448 million. I could have 20 lovely levelling-up funds, for example, in my towns. But we must ensure that when money like that is on the table, we see the delivery. There is so much contingent on this line of the metro coming online that we must ensure that it happens.

There is frustration within my communities about the delays and the uncertainty around the extension. My community knows that this project is vital to unlock the untapped potential of the Black Country. I am a loyal member of my party, of course, but my loyalties are not to the combined authority, a Mayor, or anyone in particular; they are to the communities of the Black Country, and to Tipton and Wednesbury in particular. Those communities want this project to be done, but a critical analysis of where we are with it is really important. My constituents are paying for the delays to it through increased congestion on their roads and increased difficulty getting around—I will highlight that point in a bit more detail in a moment.

I support the broader vision of this project, and when the Mayor of the West Midlands calls for investment zones on the Wednesbury to Brierley Hill line, I support that call 100%. He is absolutely right. The Mayor understands that although the metro extension is one part of that, there has to be secondary investment as well. There has to be an offering for people to use the line from Wednesbury to Brierley Hill, and to want to get on it, and that means vibrant local economies in areas along the line in Wednesbury, Tipton, Brierley Hill and Dudley.

I pay tribute to the Conservative administration in Dudley, who have done a fantastic job over the years in banging the drum for that borough and securing investment into their towns. If we could replicate that in Sandwell, gosh only knows what we could do, but we have a bit of catching up to do. We finally have councillors on Sandwell Council, which is positive after years of not having any. The truth is that the potential of the extension is there to be unlocked, but delivery needs to happen.

Turning to the broader need for investment in our infrastructure, the point I want to make to my hon. Friend the Minister is that while the metro is obviously a key part of our infrastructure journey in the Black Country—pardon the pun—I do not want him to forget the other key components. Some 70.4% of my constituents drive. I have been making quite a lot of noise—as he knows, because I keep collaring him about it—about an area in my constituency called Great Bridge and a roundabout we call Great Bridge island. There are some lovely lions on the island. It is congested to the point where, frankly, someone is going to get killed. It comes off the A41 expressway from West Bromwich from a dual carriageway to a single-track road, and then extends up to Horseley Heath and Burnt Tree. The carnage on that road at peak times is ridiculous. My office is based in Great Bridge and I live about a mile directly up the road. At peak time, that journey can take me 40 minutes because of the congestion on the roundabout.

These may sound like parochial issues, but they are the issues that my community in Tipton care about. They cannot pick their kids up on time. They cannot get to work easily. We have many fantastic manufacturing exporting businesses, but this is starting to impact on how they get their goods out. It may sound like a parochial, get-a-petition-up local issue, but the broader economic impacts are there to be seen.

I need to make this point, too: the metro extension will not eradicate congestion on the roads. Anyone who suggests that is not being up front. It will not do that and nor should it be sold like that, because that is not the point of the metro extension. It will not do that when there is such a large number of people in my constituency who use their cars. We need to ensure that alongside the metro, there is a real plan for our roads in the Black Country. The number of A roads in my constituency is significant and they are in areas one would not expect them to be in—for example, off residential areas and near schools. We therefore need to ensure that alongside the metro—running in tandem with it, or parallel to it—is an effective roads strategy and investment in the Black Country. My hon. Friend the Minister was in Wednesbury today. Unfortunately, I was unable to join him, but I know he will visit Great Bridge and the island at some point. He might even stand on the island, Mr Deputy Speaker—you never know what delights we may have for my hon. Friend. When he does come to Tipton, he will see for himself the impact.

Alongside the metro extension, there are what I would call secondary investment needs—for example, the investment zone promised in the autumn, although I know we have not heard much about that. Whatever form that takes, it is really important that we have some sort of contingent secondary investment alongside the metro extension to Brierley Hill. I can think of some examples from the autumn: for example, the redevelopment of Wednesbury centre and the fight that continues to redevelop Tipton shopping centre. Many people in Tipton remember what Owen Street was like back in the day, when you could literally get anything you wanted. It is getting back to where it needs to be, but it needs a push, and hopefully the metro extension can do that. Great Bridge is a fantastic town and there is a fantastic high street in Tipton, but investment is needed to lift up the façade. Again, the metro will hopefully do that. Dudley Port and the Rattlechain and Coneygre road sites provide employment and jobs, leveraging our fantastic industrial infrastructure in the Black Country.

We need to ensure that there is a long-term operational model for the metro. I will be honest that I have been disappointed in the metro over the past 12 months. We have had cracks on the fleet, proposed strikes and other issues. Of course—we have to be up front with ourselves—the metro is quite heavily subsidised by the Government. It is absolutely vital that Midland Metro Ltd, which runs the metro, ensures there is operational delivery that works. I have been comforted somewhat, particularly with the issues with cracks on the fleet, that it acts quickly, but that should not be happening multiple times.

I also have to say that their engagement with me was somewhat lacking, until I had to have a bit of a moment, and then I finally got someone to talk to me. That is not good enough, and it trickles down from the combined authority too. It is vital that in our communities we are all joined up, and I find that sometimes with the project that is just not happening. We need to ensure that we have an operational model for the metro that works and focuses on offering a great service.

I have polled my constituents about their thoughts on the metro, and there is real affection for it. They value the fantastic customer service they receive from operatives on the metro, such as the conductors and drivers. I met some fantastic individuals when I visited the midlands metro depot in Wednesbury in my constituency who are really passionate about serving the community.

It is fantastic that Midland Metro employs roughly 80% of its staff from the Black Country, but if there is to be long-term sustainability moving forward, we must ensure that Midland Metro’s operational model works and is commercially viable. That is the only way. It requires all stakeholders to be brought in and to communicate with one another. As I say, it is vital that the combined authority and Transport for West Midlands understand that too, so that we can move away from a model that sees quite heavy subsidies to the metro.

The broader point about transport infrastructure feeds quite well into the current dialogue around devolution. This is obviously a matter devolved to the West Midlands Combined Authority, and we have seen the advent of trailblazer devolution deals. Our Mayor has said much about the need for fiscal freedoms for combined authorities and the end of what he has termed the “begging bowl culture”. I actually agree with the Mayor on that. I think it is a sensible approach, but that perhaps there is a middle ground.

There will always be projects, particularly infrastructure projects such as the metro extension, where a degree of bidding and Government support is still needed, because those are massive projects. The freedom to be a bit more agile is very important, particularly when it comes something like the metro extension. However, with fiscal freedom comes fiscal accountability. On the delivery of such projects, if fiscal freedom is going to come, the combined authority needs to accept that it is accountable when the delivery does not match.

The truth is that the metro still offers a great opportunity, more so because the project itself is ingrained now into the regeneration story of the Black Country. It cannot stand alone though; we need to ensure that other investments are covered. I have harassed my hon. Friend the Minister about needing a roads plan for the Black Country. I fully appreciate that that is a devolved matter, but I also know that the Minister is doing fantastic work on our roads. He is the leading light in his Department on these issues. I can see him furiously agreeing with me.

There needs to be a roads strategy for the people who use our roads and want to collect their kids from school or go to work and not spend 40 minutes trying to travel a mile. There needs to be an understanding as to how we can truly leverage this to maximise secondary investment. That means investment in our town centres. I appreciate that that is not in the Minister’s portfolio, but I think it is none the less pertinent to the debate.

We absolutely need investment in areas such as Tipton and Wednesbury. That will ensure that once again there is a Black Country-wide strategy on this line and that we maximise the opportunities there. We also need an operational model that sees actual profits from the metro itself for long-term sustainability. That requires all stakeholders to come together. It requires the top of the chain to engage more effectively with stakeholders on this and to understand that we all have a role to play. We also have to scale our ambition and realise that the metro extension is by no means a panacea for the infrastructure challenges that we have in the Black Country today. We all know that.

I appreciate that many of these matters are devolved and that my hon. Friend the Minister really just oversees delivery, but I want to make sure of a number of things. First, will he guarantee that he will come and see the real capital of the Black Country, namely Tipton, to ensure that he understands the need to press on devolved administrations the importance of having real sub-regional strategies? We build these combined authorities, which is great, but there are sub-regions within them that have their own acute needs. Will he ensure that, as we continue to devolve further power and give further funding and resource to this project, it is scrutinised effectively? And will he instil with his colleagues, particularly in the Department for Levelling Up, Housing and Communities, the need, where there are large infrastructure projects, to ensure that secondary investment runs parallel to them?

As I said in my maiden speech what seems like a long time ago—I think it was actually this month three years ago—my communities in Tipton and Wednesbury spent 50 years being forgotten. I made them a promise that I would ensure that their voice was always heard in this place and that they were never forgotten again. The delivery of this project sends a message to those communities that they have not been forgotten, that they are a priority and that we realise, in this place and in the combined authority, that there is opportunity in the Black Country that can be unleashed. Delivery so far has been wanting. We have a chance, as does the combined authority, to ensure that we get through and deliver the project and that we unlock the potential of the beating heart of this country, the Black Country—as far as I am concerned, Mr Deputy Speaker, the best part of the United Kingdom.

Bus Routes: Local Consultation

Bob Stewart Excerpts

Tuesday 20th December 2022 Commons Chamber

[Dean Russell]

I truly thank my hon. Friend for his intervention, because he allowed me to intervene in his debate about buses in Warrington. I recall, Mr Deputy Speaker, that you were in the Chair at the time and commented on the clear similarities between Warrington and Watford. My hon. Friend is absolutely right that timetables cannot just be looked at on a spreadsheet or on Google Maps, as they can have a detrimental impact on individuals. Bus routes can also have a really positive impact on opportunities to travel, whether for work or for leisure.

I want to raise three key points. First, there are the timetable challenges, which are the common thread throughout this debate. Secondly, there is poor service—a real challenge—with timetable problems and buses not turning up making things infinitely worse for local residents. Thirdly, there are poor communications.

It is worth noting that buses are used for twice as many journeys as trains, and stop at thousands of places across the country. Often, the transport debate is dominated by trains. My very first Prime Minister’s question after being elected was about the trains in Watford. Thankfully, those issues were resolved at the time but, unfortunately, the pandemic hit and the service changed again. The reality is that buses are used more. They have much more of an impact and are very important in rural and urban areas for what might be seen as shorter journeys but are harder when just walking, especially for those who might be infirm.

[Bob Stewart (Beckenham) (Con)]

In my area of south-east London, the buses are a godsend. More than that, the system allows us to check on the internet when buses are coming, with very accurate times at some bus stops. The more that happens, the more effective buses will be. I thank the local buses in my area because they hardly ever go on strike—I cannot remember a strike of the buses—but the trains do. We rely on the buses when the trains do not work.

[Dean Russell]

I thank my hon. Friend for his point on communications, which is one that I will raise near the end of my speech. Technology allows us to see where Ubers, taxis or online orders are, but that is not common across the board for buses, which makes it even harder if the timetables change and the service is not running on time.

I have gained an understanding of the challenges with timetables by chatting to local residents. When I asked them how long they had known about the changes, they said no one had got on the bus and told them or left a leaflet. Bus users—the people who get on the bus and rely on the buses every day—are not being directly engaged when timetables are changed, but they should be asked whether the changes will have an impact on them.

At the heart of this issue are people, not just numbers. People have the stresses of their daily lives: finishing a shift at work and needing to travel home; getting up in the morning to go to a hospital appointment; there are knock-on effects on all those things. As I will mention a bit later, I have had constituents almost in tears, telling me, “I can’t ask my boss again if I can come in late.” They say, “I’m having to cancel GP or hospital appointments or let them know that I’m going to be late, which might mean that it moves back a week or longer.”

Bus timetables are not just about numbers; we need not just a quantitative review, but a qualitative review that asks people about the potential impact, the challenges and the importance of the route. Even if only a few people use the bus, there might be another way to support them. There are new services such as ArrivaClick that people can order for short journeys, but how can they plan for that if they do not know what sort of journeys they need to take?

For registrations, variations and cancellations of community bus services in England, bus operators are required to give statutory notice of 70 days—28 days’ notice to the local authority and 42 days’ notice to the traffic commissioner—but there is no legal requirement for bus operators to inform passengers of the changes until the cancellation registration has been processed. That is absurd. How on earth can a service be cancelled without asking people? How can they be told only after the decision is made, even though other organisations in the process will have been told weeks or potentially months earlier? It seems very strange.

I have made a request for the county council to review the cancelled service according to value for money criteria when it looks at bus services; I have asked it to look at how that can be supported through its own funding. However, it is not just about the funding of services, but about communications. I am aware that Hertfordshire has a website called Intalink that people can visit to see changes, but that is available after the services have been changed.

As I understand it, Arriva reorganised its network in Hemel and Watford in April, which has resulted in a number of routes being combined. Again, it did not tell bus users or my constituents that that was happening. The Abbots Langley to Watford services were changed: they no longer service St Albans Road and now go via Newhouse Crescent on Woodside. That has meant a loss of access to St Albans Road, with longer journey times. From April, Arriva abandoned the northern section of the 8 service from Watford to Mount Vernon Hospital, meaning a loss of service for the Harebreaks and Maude Crescent areas of Watford. It was replaced and funded at a lower frequency by Hertfordshire County Council’s contract route 9 from Watford town centre to Leavesden Park. Leavesden Park also lost its daytime services into Watford on the 10 and 20 route, which were replaced by the 9 service. Those were major changes for people in my constituency, and they have been a challenge.

I turn to poor service. A big issue in Watford has been the punctuality and reliability of bus services, which have been disappointing for the past year. The Minister may raise the fact that driver shortages have been a major issue; I will have some questions about that subject later. I believe that in this instance the services are about 20 drivers short. Such a large shortage has led to regular cancellations, with resultant overcrowding on the buses that do run.

In my engagement with Hertfordshire County Council, it has been made aware that the Driver and Vehicle Standards Agency has contacted Arriva about its services and is working with it to improve punctuality and reliability. Following community engagement, I have written to the council and to Arriva about the matter. I understand that Arriva has given several contracted services outside Watford back to Hertfordshire County Council to free up some bus drivers for the west, which will benefit my constituents. I welcome that measure, which I understand should happen in January, helping the reliability of the services: I believe that it will free up 12 drivers.

I appreciate that Arriva recognises the issues that have been caused by unreliable service and has been engaging with Hertfordshire County Council, but we need to ensure that we keep up the pressure on bus companies. We have had many debates in this Chamber about train services that have caused major issues for local residents. Issues with buses may not be as prominent in people’s minds, because they are very local, but when we are looking at the bigger picture across the country we have to ensure that they are addressed.

Poor communication, which my right hon. Friend the Member for Beckenham (Bob Stewart) raised, is an issue that needs to be fixed much sooner.



Sadly, as I said earlier, I have seen bus users at community meetings almost in tears because they simply cannot fathom how a service could be so bad—a service on which they rely so much just to get to work, or to get home at night. They may know that their kids, on the way home from school, are stuck at some bus stop in the dark, in poor weather, and may not be sure whether they will get home on time or whether they should try to leave work early and find a way of going to fetch them.

This is an awful experience, and I have to say that it is not alien to me. I grew up not in Watford but in the west midlands, and many years ago I worked at Birmingham airport. I worked all sorts of shifts: 6 am to 2 pm, 2 pm to 10 pm, and, often, the night shift. This probably would not be allowed now, but back in the 1990s I worked 24-hour shifts. I have stood at bus stops at 9 pm, or 10 pm, or when a shift has finished early, in the dark, waiting for a bus that does not come, not knowing when the next one will arrive, and not knowing what decision to make. Have all the buses been cancelled, or will the bus arrive but drive on past the stop because it is too full to let any more people on?

Anyone who has been a bus user understands that this is not a simple issue. It affects how people feel, it affects their trust in the system and the network, and it leads them to ask themselves, “Should I continue using the bus?” Every time there is an issue, bus use declines, which is why buses are not popular and why routes are not changed. This, as I have said, is not an isolated data-related point; it is about the people who are actually involved.

In the modern era, by means of technology such as apps, websites and indicator screens at bus stops, it is possible to have much better information, via GPS, about where vehicles are. We see it all the time with taxis nowadays: we can physically see where a taxi is after it has been ordered. If we are at a bus stop and we know that there will not be a bus for an hour, at least we can plan around that, but standing for minute after minute wondering whether the bus is going to come and what is going to happen is a massive issue. The bus companies have an excellent opportunity to look at how they use their apps and other technology, and how they can ensure that timetables are better indicated.

Russia’s Grand Strategy

Bob Stewart Excerpts

Thursday 6th January 2022 Commons Chamber

[Bob Stewart (Beckenham) (Con)]

Under Vladimir Putin, Russia is obviously testing the west, and we can rest assured that nothing of significance done by Russia will happen without Putin’s agreement. I am sure many Members will agree with me that from the Kremlin’s point of view, it is already at war with the west; we just do not recognise that. It considers war to consist of all elements of society pointing towards the west to get what they want. It is not a grey area; the Russians just slide into war, whereas we would expect some sort of declaration of it.

Because of my background, I am particularly interested in what happens in eastern Europe, and I declare that interest again. I visit Bosnia relatively frequently, and there is no doubt that Russia is fully supporting Republika Srpska’s bid to break up Bosnia. That is very dangerous for Europe. Indeed, it is highly likely that Putin has authorised Serbia to send weapons to Republika Srpska.

I was also detained in Crimea in 2005. During my involuntary extended visit to the area, I was somewhat worried when I was told just how many of my jailors were talking Russian. The warders were clearly Russian. I was surprised by that, because Crimea was still, then, very much a part of Ukraine. After the annexation of Crimea by the Russians in 2014, a referendum was held with—they claim—an 83% turnout, in which, apparently, 97% of voters supported the region’s being integrated back into Russia. Although we may question whether the referendum was fair, on the basis of my limited experience of being incarcerated in Crimea—when I was up to good, by the way, not bad—I am pretty sure that most people in Crimea are very content to be Russian; and, given the Russian Black Sea Fleet’s position in Sevastopol, I cannot see Crimea ever being returned to Ukraine, because the locals just do not want it.

Eastern Europe is a perfect playground for Putin, in which he can irritate and taunt us. For our part, we are rather hamstrung, particularly in Ukraine. Ukraine is not a part of NATO—we have established that—although it has been a member of the Partnership for Peace since 1994. Indeed, I remember in that year, when I had the grand title of chief of policy at Supreme Headquarters Allied Powers Europe—doesn’t that sound great?—having dealings, for the first time, with its armed forces. There is no article 5 commitment to defend the territorial integrity of the country, but, as we have all discussed this afternoon, what happens there really matters to the rest of us in Europe. The trouble is that Europe is divided on this issue, again as we have discussed, and the United States is distracted by China. How about the doomsday scenario? China moves in on Taiwan at the same time as the Russians move in on Ukraine. Guess who will be hamstrung? It will be the United States.

A lot of European Union countries are heavily dependent on Russian gas and, as I just mentioned, the Americans are fixated by Chinese expansionism into the Pacific area. In truth, we in the United Kingdom have been very good friends to Ukraine. We have given it economic support and, through Operation Orbital, have provided considerable military training. As the European Union is so divided on what should be done, the United Kingdom can play a pivotal role in trying to sort out the problem—by that I mean trying to stem Putin’s aggressive foreign policy.

We could lead on getting co-ordinated European action against Putin. It is totally unacceptable that Germany, obviously fearing Russian retaliation of stopping gas supplies, refuses to allow the sale of defensive weapons to Ukraine. We have discussed that we should increase those defensive weapons. It worries me too that, as my hon. Friend the Member for Shrewsbury and Atcham (Daniel Kawczynski) keeps jumping up to mention, the Nord Stream 2 gas pipeline really puts such countries as Poland and Ukraine in a Catch-22 situation. I was very pleased when, earlier today, the Foreign Secretary announced that we categorically do not support Nord Stream 2, but what does that mean? The answer is not very much, because it looks as if it will go ahead anyway.

After the Salisbury poisonings, Europe worked collectively in punishing Russia. We got some sort of joint action. That was a signal of success and it worked. Surely we should be up to acting collectively to impose hard-hitting economic sanctions on Russia, if Putin continues to push his luck in Ukraine, the rest of Europe, and especially, from my point of view, Bosnia. I have achieved a strategic success, Madam Deputy Speaker, because I have finished in less than seven minutes.

[Madam Deputy Speaker (Dame Eleanor Laing)]

Thank you. I call Mark Francois.

--- Later in debate ---

[Alec Shelbrooke (Elmet and Rothwell) (Con)]

Following on from my right hon. Friend the Member for Gainsborough (Sir Edward Leigh), it is worth saying that the Kiev International Institute of Sociology did a poll in eastern Ukraine and found that support for Russia had halved from 80% to 40% since Donbass was effectively invaded by Russia.

Nobody in today’s debate has stood up and said that Ukraine should join NATO. I accept my right hon. Friend’s argument that others have suggested it. NATO is one argument—my right hon. Friend says that is music to President Putin’s ears and he can exploit that—but this country is also a signatory to the 1994 Budapest agreement, which allowed Ukraine to give up its nuclear arsenal and have its borders protected by Russia, by us and by other countries, so I argue that we have a responsibility to Ukraine that falls outside our membership of NATO.

It is also worth putting on the record in the House that there are many reports of the ethnic cleansing of Tatars in Crimea. There are reports that 25,000 people have disappeared. There is a complete lockdown on the verification by outside international media of what is taking place in Crimea. To follow the comment by my hon. Friend the Member for Isle of Wight (Bob Seely) about the population of Crimea, I do not think we can simply dismiss the matter by saying that the people of Crimea want to remain in Russia, because there are many aspects to it.

One thing that has been overlooked in today’s debate so far is that we have talked about the geopolitical consequences of the grand strategy but we have not spoken about the consequences of the murder that is happening on the ground in various areas where Russia has a malign influence, whether that is Crimea, the Donbass, Georgia, Armenia or other regions. We should be careful not to soften how we describe the situation today.

[Bob Stewart]

This is just a quick point: the 1994 Budapest accord referred not just to Ukraine but to Kazakhstan, and today Russians have gone into Kazakhstan. If we look at the accord, we see that we have guaranteed the sovereign integrity of Kazakhstan.

[Alec Shelbrooke]

I am grateful to my right hon. Friend, because he reinforces the point that I am trying to make: this is not just about whether Ukraine should join NATO and whether we should support Ukraine. We have committed ourselves to other countries, but today’s debate seems to be saying, “Well, tough luck. There’s nothing we can do about it.”

On the grand strategy, if we try to summarise what Russia is trying to achieve overall, let us look at the EAEC—the Eurasian Economic Community—which was formed in 2000 and is now known as the Eurasian Economic Union, which Putin holds dear. The analysis is that it needs 250 million people to work as a viable internal trading bloc that could then challenge other areas. To achieve that, the union needs the 43 million Ukrainians and their powerful agricultural output to succeed. When we look at the countries Moscow wants to bring into that pact, we see that it is in effect a neo-USSR. As has been said many times today, we have to stand up to the idea that Russia can come to the table saying, in effect, “Troops must be withdrawn from all the east European NATO countries; otherwise, we are going to invade.”

My right hon. Friend the Member for Rayleigh and Wickford (Mr Francois) made an important point about the political situation in the USA. Let us not forget that then Vice-President Biden had an enormous fallout with President Obama about the surge into Iraq. He was always opposed to a lot of the interventions that took place. If we in this House know that, we can be damned sure that President Putin, sat in Moscow, knows that and he will be making that analysis.

I come back to where this all started: in the summer of 2013, when President Obama had said, “If you drop chemical weapons in Syria, that is a red line that we will not tolerate.” They dropped chemical weapons in Syria and President Obama pretty much just wrote a stiff letter to The Washington Post. We can track exactly what happened from that point: in less than a year President Putin walked into Crimea. Again, what did we do? Nothing. We did not do anything.

International Travel

Bob Stewart Excerpts

Tuesday 29th June 2021 Commons Chamber

[Grant Shapps]

I hear the calls for clarity, and I appreciate what the hon. Lady is saying, but is she suggesting that we should leave children behind this summer? Should people who have not been vaccinated be able to travel? How would she know whether an inward traveller coming here from another country had been vaccinated if we do not have a digital certificate from them? These are not abstract questions; they are real questions that have to be added to what the scientists know or do not know about the ability of somebody with coronavirus to get it again and/or carry it—just ask Nick Robinson what happened to him. Make no mistake: I want to get things opened up as quickly as possible—that is my intention and desire—but we cannot throw caution to the wind and risk going backwards by bringing in a new variant of concern because of all the calls to simply ignore the facts.

[Bob Stewart (Beckenham) (Con)]

I thank my right hon. Friend for that last answer, and I accept it. However, I went to Gibraltar for the weekend of 11 to 14 June and was astonished by the hoops I had to go through on return from the green Rock. I had to take three tests and fill out a very complex passenger locator form to come home. Given that nearly 49% of our population have now been double vaccinated, will my right hon. Friend have a look at reducing the cost, the bureaucracy and the time wasting that occurs when people return to the UK from even the safest countries, such as the Rock of Gibraltar, which is a green area?

Income tax (charge)

Bob Stewart Excerpts

Tuesday 17th March 2020 Commons Chamber

[Neil Parish]

I could not agree with my hon. Friend more on level 2 schemes. Going back to nursing and all those types of occupations, it is so necessary and there is a pool of people out there who will be wanting to do that work, so long as they can build their skills and so long as we have the necessary education there. I very much welcome that suggestion, but again we have to deliver it to our colleges.

I also very much welcome the £500 million over the next few years for electric vehicles and charging infra- structure, because we will need many more electric cars. I do not think building roads and bypasses is wrong for air quality and air pollution. Actually, Mr Speaker— Mr Deputy Speaker, I beg your pardon; I have elevated you—I think that when we build a bypass or a dual carriageway and we stop that congestion, we lower the pollution that comes from our vehicles. It is therefore not only good for getting people through. Looking at the A303 and the motorways into the west country—it is a very big holiday area and very good for the economy—it is good for air quality if we can keep those cars moving. If we can make sure that in the future the majority of cars and eventually all cars are electric, then we solve many problems. We would also still have a great ability to have the family car, which I think so many people want.

[Bob Stewart (Beckenham) (Con)]

Can I remind my hon. Friend that I think hydrogen cars will be making a big entry into the market very shortly? I am waiting for the hydrogen car, so I do not have to plug it in every night.

[Neil Parish]

My hon. Friend may have to wait a little while for the hydrogen car. I think that there will be some hydrogen cars, but what there will be many more of before that are hydrogen lorries. There is no doubt that the one vehicle where we have a problem is the lorry. It needs huge power for towing loads and the diesel engine, whether we like it or not, has that capability. We actually need a hydrogen lorry, rather than an electric lorry, because at the moment an electric lorry would have to carry most of the weight that it can carry in batteries in order to deliver the power. I can therefore see hydrogen lorries being very effective in the long term.

Seaborne Freight

Bob Stewart Excerpts

Tuesday 8th January 2019 Commons Chamber

[Chris Grayling]

We have made it very clear to the House that queues will be caused if the French seek to impose maximum control and put in place limited checks. Why on earth does the hon. Gentleman think we are putting some of these contingency measures in place? He asked what happens if the contract does not go ahead, but I have said that 90% of the extra capacity is being provided by two established operators that will continue to deliver the services we have contracted.

[Bob Stewart (Beckenham) (Con)]

Will my right hon. Friend reassure the House that the Port of Dover and Eurotunnel are making detailed contingency plans in case of no deal?

[Chris Grayling]

I give my hon. Friend that assurance. We are working with both organisations, and we are also having detailed discussions with the French. The leadership in Nord-Pas-de-Calais and Paris, and the leadership of the port and the tunnel on the French side, are as keen as we are to see fluidity continue through those ports. We are taking contingency measures, but our prime focus is on making sure that trade flows freely, whatever checks are required.

Automated and Electric Vehicles Bill

Bob Stewart Excerpts

Tuesday 26th June 2018 Commons Chamber

[Mr John Hayes]

I only wish to speak briefly. The Minister and the shadow Minister are right that the Bill has improved during its passage. That is in part due to the spirit in which we have conducted ourselves and scrutinised this legislation.

I think there is general agreement across the House that this is the right legislation at the right time, but it is difficult to try to envisage what a future might look like of which we cannot be certain. The technology will move on apace. It is not clear what people will be driving in one, two or three decades’ time, so making these decisions about infrastructure is challenging.

None the less, it seems to me that three things are clear, and these amendments give us a chance to rehearse them once again, albeit briefly. The first is that the charging infrastructure is a critical element in getting people to accept electric vehicles. If people are confident about the ability to charge conveniently, reasonably quickly and, I hope, inexpensively, they are more likely to embark upon the journey that is the acquisition of an electric vehicle. When people are surveyed about why they do not buy electric vehicles, charging infrastructure and the fear that they will run out of charge is often cited as one reason.

Having accepted that axiomatic argument, the second point is that there is a perfectly proper case to be made for what the infrastructure needs to look like. The right hon. Member for Carshalton and Wallington (Tom Brake) is right—I rarely agree with him, but on this occasion I cannot help but do so—that on-street charging is critical. Many people live in flats, particularly in cities, and they do not have easy and convenient points at which they can charge their vehicle. The work of local authorities will therefore be critical, in terms both of new housing developments and of existing settlements.

[Bob Stewart (Beckenham) (Con)]

There are two charging points close to my house, and the thing that causes problems is that the same cars are there permanently. In terms of infrastructure, we will need more charging points, because people will not use electric cars unless they can charge them quickly if they run out. At the moment, I see those two charging points permanently occupied by two cars.

[Mr Hayes]

With characteristic insight mixed with perspicacity, my hon. Friend has anticipated my next point, which is that once one has made the decision about the need to put into place charging infrastructure, it needs to be sufficiently plentiful and recognisable. Moreover, there has to be universality about it: the method of payment has to be common and the way in which one engages with the charging point needs to be common too. The last thing we want is for electric users to arrive at a charging point to find that they do not have the means to pay—it might be a pre-paid device, for example—or cannot plug their vehicle in at all because it is a proprietary charging point. Universality, recognisability and affordability are fundamental.

Confidence in the Secretary of State for Transport

Bob Stewart Excerpts

Tuesday 19th June 2018 Commons Chamber

[Andy McDonald]

We can have that discussion, but today I am dealing with these services and I am going to concentrate on them.

Senior officials directly interfered. Let us not forget that the managing director of passenger services at the Department for Transport, Peter Wilkinson, said two years ago:

“we’re going to be having punch-ups and we will see industrial action”

and that he wanted to run people “out of my industry.”

The introduction of the May 2018 timetable required change on an unprecedented scale. The process of managing change requires co-operation, dialogue, engagement and good will. The Government and the management of Northern and GTR have destroyed their relationships with their employees. Millions of passengers in the UK are paying the price for the belligerence and the antagonistic approach of the Secretary of State.

[Bob Stewart (Beckenham) (Con)]

I know the Secretary of State and I know his Ministers. I bet a pound to a dollar that the Secretary of State and his Ministers pulled in the people responsible for the railway companies and got assurances from them that this would work well. I really feel it is quite unfair, because I am absolutely convinced that the Secretary of State, who I know well, would have checked this out. He has been let down very badly by the railway companies.

[Andy McDonald]

The hon. Gentleman makes an excellent point, but in support of my argument. He is demonstrating that that did not work. That was not a very good way of going about business, relying on people giving assurances rather than saying, “Show me. Where’s your evidence?” You do that before you go ahead with it. You do not rely on people telling you nonsense.

Ever since the timetable chaos arose, we have witnessed carefully crafted statements that try to ensure as little responsibility as possible can be attributed to the Department for Transport and the Secretary of State in charge of it. Let us consider the situation. This is a Government who refuse to recognise the accumulated evidence that their privatised structure of the railway is failing. Therefore, they refuse to accept a sensible and practical railway structure that can function properly.