Bus Funding
Caroline Nokes Excerpts(3 days, 14 hours ago)
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The Secretary of State for Transport (Louise Haigh)
With your permission, Madam Deputy Speaker, I will update the House on our plans for better buses in England outside London. When we talk about fixing the foundations of our country, our minds should turn to the nation’s most popular form of public transport, because nothing props up our economy more or better supports our society than the 3.4 billion passenger journeys carried by our buses each year. They are more than just taking people from A to B: they are a lifeline for young and old, in cities or towns, binding us to jobs, public services and opportunity. From trips to the shops or a doctor’s appointment to a job interview, buses shoulder the daily needs of Britain and, in doing so, underpin every single one of our national missions. That is why, come what may, this Government will always back our buses.
Like much of the economy, our inheritance is dire. Some 40 years of failed deregulation have turned many lifeline bus services into liabilities. Passengers are let down as they sometimes wait for hours for buses that do not turn up. Areas are cut off as operators prioritise more viable routes in town centres. Fares continue to rise, and nearly 300 million fewer miles are being driven than in 2010. None of this was inevitable or an accident, but all of it was down to choices—political choices—paving the way for decline and placing a ceiling on the ambitions of many, especially the poorest in society, who catch 10 times more buses than trains. Enough is enough.
This Government have chosen to back our buses and the millions who rely on them every day. In last month’s Budget, we confirmed more than £1 billion in funding to improve services, protect vital routes and keep fares down. Today, we are distributing that funding, which means more than £700 million for local councils to deliver bus service improvement plans and better meet local needs, and a further £243 million for bus operators, including funding a long-standing grant to drive down fares and drive up services.
In many places, this is record investment, and every region and authority in England will benefit, especially areas that are historically underserved, such as rural areas and small towns. Councils such as Leicester, the Isle of Wight, Torbay and Cambridgeshire will see unprecedented levels of funding for services. Routes that are at risk will be saved and passengers will see faster, more reliable journeys. We are also putting money into safer bus stops and more accessible passenger information so that our bus sector is fit for everyone. I am delighted that metro mayors have welcomed the announcement, with city regions such as Greater Manchester, West Yorkshire and Liverpool receiving some of the biggest allocations.
That is not all. We are committing over £150 million to cap bus fares at £3, ensuring passengers do not face a cliff edge of higher prices from next year, particularly in rural areas where buses are a lifeline. The current fare cap was only funded until 31 December, meaning that without the action we are taking, some fares would have risen by 80%. We were not going to let that happen. We are investing to keep fares down, putting money back in people’s pockets, and to provide more frequent services so that more people can get to more places at more times of the day.
Not only are we a pro-investment Government, we are a pro-reform Government. We will not hesitate to overhaul parts of the system that simply are not working for passengers. If that means changes to how we allocate resources, we will make them; if passengers’ needs are not being met, we will prioritise them; and if laws are needed, we will introduce them. We have called time on the way that bus funding has historically been allocated. Previously, the Government made councils compete for funding, wasting resources and delaying decisions. That was overly complicated, led to inconsistent funding, and created uncertainty for authorities and operators. We are taking a fundamentally different approach.
We have allocated funding based on local need, population, the distance that buses travel, and levels of deprivation. That puts fairness at the heart of future funding and ends the postcode lottery for bus services. It ensures taxpayer money goes to the areas that are most in need, where it will have the most impact and where passengers will most benefit. This is the first stop on our journey to support local areas to take back control of services and deliver better buses across the country.
Finally, we will introduce our landmark buses Bill in the coming weeks—the biggest shake-up of the sector for 40 years. This Bill will allow councils across the country to adopt franchising models, as in Greater Manchester and London. That means local leaders taking back control of services, ensuring that routes, fares and timetables are all geared towards local passenger needs. This model works. It has been over a year since buses were brought under public control in Greater Manchester. Since then, passenger numbers have grown, reliability has improved, and new 24/7 services have been introduced. Roads are now managed in a way that works for buses, meaning that unexpected congestion or unplanned roadworks do not leave passengers stranded. That is what power in local hands looks like. It is why we are simplifying the franchise process to ensure local leaders waste no time in driving improvements for passengers. We will also remove the ideological ban on publicly owned bus companies so that our buses can finally be run for the public, by the public.
I have said it before, and I will say it again: when it comes to our public transport, we are moving fast and fixing things. After years of decline, we are putting passengers back at the heart of our buses through record levels of investment and generational reform. Last month’s Budget sent the signal that, even in difficult economic times, this Government will never take our buses for granted, because we know that investing in buses means investing in people, in communities and in the future growth of our country. Better buses are just a few stops away.
I commend this statement to the House.
Louise Haigh
I am grateful to my hon. Friend for her support. Not only are we ensuring record funding for the majority of areas in this country; we are pushing ahead with reform. There is no point throwing money at a broken system, as the previous Government were so content to do. I am delighted that we are able to deliver better bus services for the people of Luton.
Mr Paul Kohler (Wimbledon) (LD)
I thank the Secretary of State for advance sight of her statement, which I warmly welcome. As she made clear, access to convenient, frequent and affordable buses is vital. They are critical to both employment and quality of life, particularly in rural areas. Sadly, however, too many parts of our country lack decent bus services, after years of Tory neglect. At a time when we desperately need economic growth, ensuring a comprehensive and affordable bus network is vital.
I congratulate the Secretary of State on securing the promised funding. However, we have some concerns. Uncertainty still surrounds how local authorities can seize the opportunities heralded in the promised changes to bus franchising. Furthermore, if, as the Secretary of State believes, buses are a lifeline for young and old, why is she hitting bus users with a 50% increase in fares? Polling commissioned by the Lib Dems and published last week showed that the hike will make a third of people less likely to use a bus, which will have a direct impact on individuals, communities, small businesses and high streets, and will hit the most disadvantaged in society the hardest. It would cost just £150 million a year to retain the £2 fare cap. Again, I ask her to reconsider.
I would like to ask the Secretary of State three specific questions. First, when will she publish the full impact assessment on the £2 bus fare cap, commissioned by her Department earlier this year? Secondly, will she guarantee that the new powers needed for local authorities to franchise bus services will be provided urgently, so that bus routes can be restored and new ones added as soon as possible? Lastly, although I welcome the change to the allocation process and the rejection of wasteful and expensive competitive bidding between councils, will she confirm that the new, more flexible system will not succumb to the temptations of pork barrel politics that we saw so frequently under the last Conservative Government?
Louise Haigh
My hon. Friend is right: cutting services such as the 46 has real-world implications for people attempting to access work, see their friends and family, or get to the local high street. Having a franchised system under the Mayor, Richard Parker, will mean that he has control. He can contract out the 46 service and require an operator to run it. At the moment, when an operator cuts a service we have no say or control over that, which is what leads to those terrible real-world consequences.
Madam Deputy Speaker (Caroline Nokes)
I thank the Secretary of State for coming to the Chamber personally to give that statement.
Cost of Rail Fares
Caroline Nokes Excerpts(1 month, 1 week ago)
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Several hon. Members rose—
Madam Deputy Speaker (Caroline Nokes)
There are a number of Members in the Chamber this evening. I know that some have secured agreement from the hon. Member for Woking (Mr Forster) to participate in the debate, and that is perfectly in order, but I remind the House that the debate is time-limited and I expect that the Minister will be given plenty of time to reply to any points raised. It therefore may not be possible to accommodate everybody who wishes to participate.
Helen Maguire (Epsom and Ewell) (LD)
Many of my constituents commute into London for work, and they complain that since the pandemic the number of trains has halved. They express their dread at the prospect of squeezing on to yet another train. Despite the reduction in service and the subsequent overcrowding, prices have increased. Residents tell me that they pay extraordinary prices for sub-par service. Does the Minister agree with me that as a principle—
Madam Deputy Speaker
Order. I made the point earlier this week that interventions need to be short. They are not mini speeches, they should be spontaneous and they should not be read out. Perhaps the hon. Lady has finished her comments.
Simon Lightwood
I thank the hon. Lady for her intervention. If she would like to follow up with me in writing so that she can finish the rest of her point, I would be more than happy to pass it on.
South Western Railway also offers innovative products that let passengers choose tickets that suit their needs, such as the Touch smartcard. This allows tickets to be added to a smartcard online, via an app or from ticket machines at a station. In recent months there has been an issue with a specific set of points at Woking, for which a temporary fix has been found. In the medium term, a more permanent solution will need to be sought, which may cause the temporary closure of lines for planned engineering.
For the commuter, season tickets are still a great way to save money on travel and are available on a smartcard. For two to three-day-a-week commuters, the flexible season ticket offers further savings against traditional season tickets. In Woking, flexible season tickets offer two and three-day-a-week commuters into London better value than both anytime day tickets and standard season tickets.
Transport
Caroline Nokes Excerpts(2 months, 1 week ago)
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The Parliamentary Under-Secretary of State for Transport (Mike Kane)
I beg to move,
That the draft Renewable Transport Fuel Obligations (Sustainable Aviation Fuel) Order 2024, which was laid before this House on 24 July, be approved.
I want to take a moment to pay tribute to my former constituent Ken Eastham, who died recently at the age of 96. He served the people of Blackley and Broughton in this House from 1979 to 1997. He knew me as a child, and was delighted that I became a Member of Parliament. He worked diligently on behalf of his constituents. I will remember him, his late wife Doris, with whom I kept in contact, and his family in my prayers tonight.
As a fuel that can be used in existing aircraft, sustainable aviation fuel, or SAF, is one of the most effective ways of starting to decarbonise flights. The greenhouse gas emissions associated with the use of SAF are 70% less than those from fossil jet fuel on a life-cycle basis. This Government recognise the urgency of the global climate challenge, and the opportunities that are available from leading on the development of these technologies. It is a core part of our mission to make the UK a clean energy superpower, and it is one of the many steps that we are taking to decarbonise aviation, which include our plans for airspace modernisation. The SAF mandate will support the decarbonisation of the aviation industry by creating demand for SAF in the UK. The scheme has been developed over several years, during which there have been two formal consultations and significant stakeholder consultation. In July this year, we confirmed the detail of the proposed SAF mandate set out in the statutory instrument, and that was received positively by stakeholders.
The SAF mandate is one of several Government initiatives to support the development, production and use of SAF in the UK. The advanced fuel fund, for example, is currently supporting 13 UK plants with £135 million of grant funding. Additionally, the Government are introducing a revenue support certainty mechanism Bill, which was included in the King’s Speech and will support SAF producers who are seeking to invest in new plants in the UK. It will incentivise investment in UK SAF production, helping to drive growth across the UK, secure the supply of British-made SAF, and maintain the UK’s position as a global leader.
Alongside the potential for SAF to reduce carbon emissions on a life-cycle basis—compared to that of traditional jet fuel—there are significant economic benefits associated with the development of a domestic SAF industry. Industry research estimates that such development could generate up to 60,000 new jobs by 2050, adding up to £10 billion gross value added per annum. That supports our growth mission to kick-start economic growth across the UK.
The introduction of a SAF mandate marks an important step forward for the decarbonisation of the aviation sector. It will provide a long-term incentive for SAF use in the UK by setting a guaranteed level of demand, demonstrating the UK’s world-leading commitment to SAF uptake. It will also provide clarity for investors: a clear signal to develop SAF production facilities and more advanced SAF technologies in the UK and globally. Crucially, the mandate could reduce aviation emissions by up to 2.7 megatonnes of carbon dioxide equivalents in 2030, and by up to 6.3 megatonnes of CO2 equivalents in 2040.
Decarbonising transport is a key focus for this Government. It is central to the delivery of the UK’s cross-economy climate targets, and directly supports the Prime Minister’s mission to accelerate our journey to net zero. Delivering greener transport is also one of the five priorities that my right hon. Friend the Secretary of State for Transport has set out for the Department. This statutory instrument will deliver on our manifesto pledge to secure the UK aviation industry’s long-term future by promoting sustainable aviation fuels. It will impose an annual sustainable aviation fuel obligation on every company that supplies jet fuel over a certain threshold in a specified period. The SI will operate a tradeable certificate scheme, whereby the supplier of SAF is rewarded in proportion to its greenhouse gas emissions reduction.
To be eligible for certificates, the supplied SAF must meet strict sustainability criteria, including that it must be a residual waste or residue-derived biofuel, a recycled carbon fuel, a low-carbon hydrogen fuel or a power-to-liquid fuel. The certificates can be used to discharge a supplier’s obligation or sold to other suppliers. If this statutory instrument is approved, the SAF mandate will take effect on 1 January 2025. The SAF mandate will require 2% of jet fuel to be made from sustainable sources in 2025, 10% in 2030 and 22% in 2040. It is one of the world’s most ambitious frameworks to drive demand for SAF.
A successful and resilient SAF industry will need a range of technologies and feedstocks to meet increasing demand. The SAF mandate drives the diversity of technologies and feedstocks in two main ways. First, we will create space for more advanced fuels by setting a future cap on fuels that will be limited by feedstock supply. Fuels derived from segregated oils and fats are known as hydroprocessed esters and fatty acids. We recognise that HEFA will make an important contribution to meeting the SAF mandate, particularly in the early stages of the mandate. HEFA can contribute 100% of the SAF demand required under the mandate in 2025 and 2026. The cap will then gradually tighten, decreasing to 71% in 2030 and 35% in 2040. The mandate will still allow around 1 million tonnes of HEFA-derived SAF to be supplied each year in the UK from 2035.
Secondly, to accelerate the development of advanced fuels, a specific obligation on suppliers to supply power-to-liquid fuels will be introduced. Power-to-liquid fuels have a lower risk of feedstock competition and other negative environmental impacts. From 2028, the power-to-liquid obligation will be set at 0.2% of total jet fuel demand, increasing to 3.5% in 2040. Fuel suppliers will be able to meet their SAF mandate obligation in three ways: they can supply SAF and earn certificates, buy certificates from others who have supplied fuel, or pay a buy-out price. The buy-out mechanism will apply to both the main obligation and the power-to-liquid obligation, which will operate as a method of compliance if there is insufficient SAF supply in the market. This SI sets out the buy-out prices, which represent a significant incentive to supply SAF to the UK market. They are set at a level that encourages the supply of SAF over the use of the buy-out and set a maximum cost for the scheme, thereby delivering a greenhouse gas emissions reduction at an acceptable cost.
As I have mentioned, for fuel to be eligible for certificates, it must align with strict sustainability criteria and be made from sustainable wastes or residues. SAF produced from food, feed or energy crops will not be allowed. Suppliers must therefore report information to the mandate administrator to demonstrate compliance with the sustainability criteria for each application. The mandate administrator will have the power to not issue certificates if sufficient evidence is not provided. It will also have the power to revoke certificates if inaccurate or fraudulent information is provided, and to issue civil penalties to suppliers for lack of compliance.
The information that fuel suppliers provide must be independently verified before suppliers can apply for SAF certificates. To ensure that the design of the SAF mandate reflects the latest technological and commercial developments on SAF, there will be continuous monitoring of trends, and formal reviews will be conducted and published every five years, with the first review carried out by 2030. To support fuel suppliers, the administration of the SAF mandate is closely aligned with the administration of the renewable transport fuels obligation, which currently obligates suppliers of road fuels in a very similar way.
The Government recognise that sectors such as aviation are vital for achieving economic growth, shaping the future of clean energy and delivering for our communities. The development of the SAF mandate, alongside other priorities such as modernising our airspace, is a key part of this Government’s ambitious and pragmatic approach to decarbonising transport and promoting economic growth, ensuring that the UK continues to lead the way on SAF globally. I commend this order to the House.
Several hon. Members rose—
Madam Deputy Speaker (Caroline Nokes)
Before I call the next speaker, I remind Members that it is helpful for the Chair—not least me personally, but there will be other Deputy Speakers later—if you bob up and down. Even if I have your name on a list, it is helpful if you indicate that you wish to speak.
Grahame Morris (Easington) (Lab)
I will not detain the House too long—[Interruption.] Hooray! I just want to make a couple of points. As the shadow Minister, the hon. Member for Mid Buckinghamshire (Greg Smith), indicated, we both served on the Transport Committee in the last Parliament, and the Committee did quite a detailed inquiry on the sustainability of fuels in all sectors. We made several recommendations, and I do not believe that there is a cigarette paper—perhaps that is a non-PC term—between the two sides of the House on the issue, but I want to ask a couple of questions.
This subject is really complicated and is plagued with acronyms—HEFA, SAF, ATF, eSAF, HPBM, Jet Zero. I will not be tempted into aviation puns, but there are some important stats. As the Minister stated, estimates suggest that the sustainable aviation fuel industry could create up to 60,000 jobs by 2050—the shadow Minister said that there would perhaps be 10,000 new jobs, but that is in a longer timeframe. The shadow Minister also said that the SAF industry could contribute as much as £1 billion to the UK economy, but by 2050, it could contribute as much as £10 billion, so it is clearly a very important sector.
I am concerned about ensuring that sustainable aviation fuels under this mandate be required to meet the strictest sustainability standards. We must ensure that they are green fuels, and that there is a staged progression towards jet zero—we have heard what that is: 2% from 2025, 10% by 2030 and 22% by 2040—and we really must ensure that the greener fuels are responsibly sourced from the most sustainable locations, preferably in the United Kingdom. We had a debate last week about the launch of GB Energy and the importance of not exporting the jobs created through our efforts on decarbonisation. Will GB Energy play a role in some of these new technologies? We may well develop a hydrogen fuel cell that can produce green hydrogen much more cheaply, but in the meantime, to plug the gap, we must ensure that efforts are made to onshore as many of the jobs and benefits of this exciting opportunity as possible.
Wera Hobhouse (Bath) (LD)
I sense that there is a great deal of consensus across the House on this statutory instrument. There is consensus that the aviation sector is one of the hardest to decarbonise, and probably also that the new technology that is being proposed—SAF, in its different iterations—needs a great deal of technological knowledge. However, the principle of taking the first steps towards creating the SAF mandate—of the requirement for SAF to meet 2% of total jet fuel demand from 1 January, and of increasing that on a linear basis, to 10% by 2030 and to 22% by 2040—has no opposition, and we will absolutely support the Government in that effort.
Virgin Atlantic has already demonstrated that a plane can fly across the Atlantic on 100% SAF, but that was just one flight, and there are hundreds of flights every day. That is the challenge. I congratulate Virgin Atlantic on this groundbreaking achievement but we really need to see how industry, the Government and indeed everybody who is developing new technologies can produce sustainable aircraft fuels at the scale that is needed. This needs a great deal of investment.
We know that biofuels are not a long-term solution, as they compete with food production. SAF from waste, the next generation of SAF, is not a long-term solution either. It is obviously part of the solution, but as the shadow Minister has pointed out, the real challenge is to get to the third generation SAFs—that is, synthetic fuels. We need to develop them as soon as possible, and they need a great deal of electricity. Whatever we say about this, direct air capture needs a great deal of electricity. Producing hydrogen in a sustainable way—that is, getting to green hydrogen—will also need a great deal of electricity. The crunch in all this is: where is all that renewable energy coming from, unless we are ultimately overproducing renewable energy? I believe that GB Energy will have a big say in this and will be crucial in developing all the renewable energy that will ultimately help us to decarbonise the aviation sector. This is really the challenge.
While I welcome the kick-start of a journey to net zero in aviation, the 10% to 22% mandate between 2030 and 2040 is a concern for the Liberal Democrats. We want to get to net zero by 2045, but having planes still running on 78% fossil fuels is just not good enough. The UK has the third largest aviation network in the world and the second largest aerospace manufacturing sector. Almost 1 million UK jobs are directly or indirectly supported by the aviation sector. The future of the aviation industry with SAF is obviously a wonderful opportunity and challenge. Making the right choices on SAF will ensure that the UK can continue to be a global leader, and I think that we are as one across the House in wanting this to happen in order to make the UK the global leader in this area.
It is only right that we take these steps, which support decarbonisation and also create the jobs that we need in the future. What is important is that the Government collaborate with the aviation fuel suppliers to ensure that this initiative really succeeds. I would like to hear a little more detail from the Minister about how the Government will work alongside suppliers to make this a long-term success.
As I have said, we welcome this, but there are other examples of what we can do in the meantime to decarbonise the sector. For example, we could ban short-haul domestic flights on journeys that can be done by rail in less than 2.5 hours. Such a ban already exists in France, so it would be good if the Government at least looked at this. The cost of flying must be linked to the environmental cost. It is ridiculous that I can, at least on some journeys, fly 100 miles to a European city for less than it costs me to go by train from Bath to London. The Liberal Democrats would focus on those who fly the most to reduce the unfair burden on households who fly only once or twice a year. Plus, we would impose a new super-tax on private jet flights and remove VAT exemptions for private, first-class and business-class flights.
To conclude, while we welcome today’s introduction of the SAF mandate on 1 January, I urge the Government to review the targets set from 2030 to 2040 and to be more ambitious than what they are proposing today, so that by 2040 a much higher percentage of aviation fuel comes from sustainable aircraft fuel than the 22% that is currently proposed.
Steve Race (Exeter) (Lab)
Thank you, Madam Deputy Speaker. May I take this opportunity to put on record my congratulations to you on your election and to pay tribute to the staff of the entire House, who have worked so hard to make us all comfortable and able to get on with our jobs in this very complicated and complex place?
I pay tribute to those who made their maiden speeches in previous debates today, including my hon. Friends the Members for Makerfield (Josh Simons) and for Macclesfield (Tim Roca) on this side of the House, and the hon. Member for Witney (Charlie Maynard) on the Liberal Democrats Benches. Given the hon. Member for Witney’s reference to the wool trade, and given that Exeter’s wealth in the middle ages was built on the wool trade, with the wool being brought down from Dartmoor, it is entirely possible that our two places had significant trading links in the past.
I am delighted to give this maiden speech as the new Member for Exeter—only the third in over half a century. In his own maiden speech, my hon. Friend the Member for Lincoln (Hamish Falconer), who was here earlier today, stated that Lincoln was the oldest parliamentary seat in the country, established in 1265. Exeter, another great cathedral and university city, is by comparison a mere whippersnapper, with our seat being established in 1295.
Of the many Members who have represented Exeter in the subsequent seven centuries, my immediate predecessor, Sir Ben Bradshaw, needs little introduction. He served the country diligently throughout his 27 years as a Member, including a decade as a Minister. Elected in the 1997 Labour landslide, he gained early notice as one of the first out gay men ever to be elected to the Commons. After a notorious campaign, Exonians in their wisdom rightly and roundly rejected the outrageous homophobia of his opponent, and I and many others here today are among the many proud successors of his trailblazing role.
Ben loved our city, and the city took him to its heart. He was re-elected six further times, and even this July, despite no longer being the candidate, he was as active knocking on doors as he has ever been and as popular as ever. I might have been having a particularly difficult conversation on a doorstep, but the face of even the most hardened and sceptical voter would light up as Ben marched past in his canvassing uniform of cargo shorts and a check shirt, usually whistling the theme tune from “The Great Escape”. Hugs were exchanged, selfies taken and heartfelt thanks expressed. He is almost universally accepted as having done Exeter proud. He has certainly been a friend and mentor to me over nearly two decades, and I thank him for that.
Ben took particular pride in the turnaround in Exeter’s education under his watch, something to which, as MP, he made a huge contribution. By 2010, not only had every single state secondary school in Exeter been rebuilt, but a new leadership culture had been established where low attainment became unacceptable for our young people in every single part of the city. From having some of the worst state secondary schools in the country, Exeter secondary schools became some of the most improved, to which the most recent exceptional GCSE results bear testimony.
Exeter can now also boast one of the best further education colleges in the country—again, as our recent A-level and T-level results show—a vital but, in much of Britain, badly neglected element in providing wider opportunity for young people, including those who choose alternative routes into work. As a school governor at Willowbrook primary school in Exeter, which serves one of our most economically deprived neighbourhoods, I also pay tribute from first-hand experience to the primary school teachers everywhere, who go above and beyond to give their young children the very best start in life.
This turnaround in Exeter’s education system did not happen by accident. It took hard work, strong leadership and a collaborative culture. I would like to thank some of our leaders for everything they have done to give our young people better life chances in Exeter. They include Moira Marder at the Ted Wragg Trust, John Laramy at Exeter College and Molly Marlow at Willowbrook primary school. And of course, I want to pay tribute to the politicians, including former Devon county councillor Saxon Spence and the then Schools Minister Lord Adonis, who had the vision and the ability to deliver for Exeter.
Exeter’s standing in learning goes beyond our schools system. Next year, the University of Exeter celebrates the 70th anniversary of its royal charter. In that time it has grown to be an outstanding institution, now with well over 30,000 students, but it builds on a tradition of an unbroken history of learning and academia stretching back at least to the 10th century. In Exeter cathedral rests the Exeter Book, an exquisite anthology of Anglo-Saxon poetry and riddles that is still the largest known collection of Old English literature. It is recognised by UNESCO as one of the world’s principal cultural artefacts, making Exeter a UNESCO city of literature.
Today, five of the world’s top 21 climate scientists are UK based and all of them work for our globally renowned University of Exeter and the Met Office. Along with these two institutions and a growing ecosystem of businesses, Exeter is home to a large and ever-growing research and innovation base that is at the forefront of combating and mitigating the effects of climate change. It has become fashionable in some circles to denigrate our universities. I reject this entirely: they stand as beacons of intellectual excellence, the future success of our knowledge economy and the hope of wider educational opportunity for many people.
A good education is what helped me to become a Member of Parliament. I grew up in a council house with my mum, who spent her entire childhood in care, and I was the first in my family to go to university, so I pledge to work with all our education leaders to make sure that every young person in Exeter has the best education to help them to reach their potential. I want this Labour Government to deliver an equivalent leap forward in educational opportunity that their predecessors achieved for their time in 1945, 1964 and 1997.
In relation to this debate, Exeter University is home to the centre for future clean mobility, a partnership with business to develop low emission power systems for the aerospace and automotive sectors.
Our university is also world leading in genomics research. One of the main reasons I am in politics, as a Labour MP, is my sister. She was born when I was 10, and when she was a year old, she was diagnosed with Hurler syndrome, a rare genetic condition with no cure. Given a life expectancy of around five years, she finally died two days short of her 10th birthday. Much of her life was spent being cared for by the NHS and our local children’s hospice, and I will be eternally grateful for everything they did to give us so much more time with her than we expected.
At the time of my sister’s birth, we understood genetic conditions but did not yet have the tools to help. The human genome was finally mapped just a year before she died, and that same year the first enzyme replacement therapy trials for her condition commenced in the UK. People born today with my sister’s condition have a range of treatment options to help to make their life more comfortable and more fulfilling. I am particularly proud that Exeter University, in partnership with our local NHS trust, is at the forefront of this new wave of innovation.
We know that scientific research and innovation, whether on tackling climate change or in medical advances, will make the lives of people in this country and around the world better, but the Government have to recognise the vital role of our universities in economic growth and take advantage of the many opportunities for partnership with the NHS and across the public sector.
I know that this Government will understand the need to ensure that the UK continues to be at the forefront of scientific endeavour; and, as a pro-European, I believe that this is where Britain can make a huge contribution, working with our European friends and partners despite the tragedy of Brexit. I also ask that Ministers recognise that Exeter and the wider south-west have the talent and the institutions in which to invest to ensure that the UK remains at the cutting edge of UK and European innovation.
To succeed in these endeavours we also have to recognise that diversity is a strength, so building communities together on the principle of equality for everyone is vital to our success. In Exeter, the university and the local council play an important role in bringing people together. We have a thriving mosque and Muslim community. We have welcomed hundreds of Ukrainian and Hongkonger families over recent years, and we have large and growing Kurdish, Afghan and Nigerian communities, among others. Everyone brings something new and positive to our city, and I love nothing more than our annual Respect festival—a celebration of all our many communities—and our Pride parade. Inclusive Exeter, a community interest company, also plays an important role in bringing communities together. Exeter has become a true beacon of living well together.
It is a privilege and an honour to represent all the people of Exeter in this place, and I thank them for their vote of confidence in sending me here. I also thank my local activists and, of course, my family and friends, some of whom are in the Gallery, for all their support over the years. Without them I would not be here.
Exeter is a happy and optimistic place, and I hope to do it proud by serving it as conscientiously and as successfully as my distinguished predecessor.
Passenger Railway Services (Public Ownership) Bill
Caroline Nokes ExcerptsTuesday 3rd September 2024
(2 months, 2 weeks ago)
Commons ChamberRead Full debate Passenger Railway Services (Public Ownership) Bill 2024-26 View all Passenger Railway Services (Public Ownership) Bill 2024-26 Debates Read Hansard Text Watch Debate Read Debate Ministerial Extracts Amendment Paper: Committee of the whole House Amendments as at 3 September 2024 - (3 Sep 2024)
The Second Deputy Chairman of Ways and Means (Caroline Nokes)
I remind Members that in Committee they should not address the Chair as Madam Deputy Speaker. Please use our names when addressing the Chair. “Madam Chair”, “Chair” and “Madam Chairman” are also acceptable.
Clause 1
Prohibition on franchise extensions and new franchises
Helen Whately (Faversham and Mid Kent) (Con)
I beg to move amendment 18, page 1, line 12, at end insert—
“25B Report on impact of prohibition on franchise extensions and new franchises
The Secretary of State must lay before Parliament—
(a) within six months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, a report on the anticipated impact of the prohibition on franchise extensions and new franchises under section 25A; and
(b) after a period of five years has elapsed after the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, a report outlining the actual impact of the prohibition on franchise extensions and new franchises under section 25A.”
The Second Deputy Chairman
With this it will be convenient to consider:
Clause stand part.
Amendment 19, in clause 2, page 2, line 14, at end insert—
“(1AA) Before making a direct award of a public service contract to a public sector company under subsection (1A), the relevant franchising authority must provide information to the Office of Rail and Road on the public sector company’s ability to become responsible for the provision of the relevant passenger railway services.
(1AB) The information provided under subsection (1AA) must include an overview and analysis of the capacity of the public sector company to provide the relevant services while maintaining or improving existing service provision.
(1AC) Following the receipt of the information provided under subsection (1AA), the Office of Rail and Road must publish an opinion on whether it is reasonably practicable for the public sector company to provide, or secure the provision of, the relevant passenger railway services.”
Amendment 13, page 2, line 17, at end insert—
“(1BA) Every contract made in accordance with subsection (1A) shall place a duty on the public sector company to encourage and invest in innovation across all aspects of its operations, including but not limited to—
(a) operational efficiency;
(b) fares and ticketing;
(c) stations and onboard services;
(d) passenger information; and
(e) digital transformation.”
Amendment 14, page 2, line 17, at end insert—
“(1BA) Every contract made in accordance with subsection (1A) shall place a duty on the public sector company to consider the needs of—
(a) passengers;
(b) residents of rural areas;
(c) residents of areas underserved by the rail network; and
(d) the wider rail network
when considering making changes to existing service levels.”
Amendment 1, page 2, line 22, leave out subsection (3).
Amendment 6, page 2, line 22, at end insert—
“30ZA Impact on provision of rolling stock
(1) The Secretary of State must, within six months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, lay before Parliament a report on the impact of the awarding of public service contracts to public sector companies under section 30(1A) on the provision of rolling stock by rolling stock leasing companies.
(2) The Secretary of State must consult with other franchising authorities before finalising a report under subsection (1).”
Amendment 7, page 2, line 22, at end insert—
“30ZA Impact on procurement
(1) Within six months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, the Secretary of State shall publish details of the Government’s proposed approach to procurement once passenger rail services are provided by public sector companies under public service contracts awarded under section 30(1A) and the impact of the awarding of such contracts to public sector companies on procurement processes.
(2) Any publications relating to the Government’s proposed approach to procurement under subsection (1) should include details of the approach towards—
(a) technological development;
(b) the management of demand and supply;
(c) the supply chain;
(d) future sectoral planning.”
This amendment would require the Secretary of State to publish details of the Government’s proposed approach to procurement and the impact of the Bill on procurement processes.
Amendment 8, page 2, line 22, at end insert—
“30ZA Independent financial monitoring of public sector companies
(1) The Secretary of State must, within three months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, instruct an independent body to conduct monitoring of the financial management of any public sector company with whom a direct award of a public service contract is made under section 30(1A).
(2) For the purposes of subsection (1), “monitoring of the financial management” includes the auditing of accounts, the review of spending efficiency, and the making of recommendations to improve cost-effectiveness.”
Amendment 9, page 2, line 22, at end insert—
“30ZB Report on cost of contracts with public sector companies
(1) The Secretary of State must, within three months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, instruct an independent body to report on the total cost to the Government of contracts awarded in accordance with section 30(1A).
(2) The first report under this section must be laid before Parliament within twelve months of the first award of a public sector contract in accordance with section 30(1A), with subsequent reports to be laid annually.
(3) Any report published under this section must include consideration of any liabilities previously held by franchises which are now public sector liabilities.”
Amendment 10, page 2, line 22, at end insert—
“30ZC Annual reporting of performance of publicly-owned train operating companies
(1) The Secretary of State must lay before Parliament an annual report on the performance of public sector companies to whom public service contracts are made under section 30(1A).
(2) An annual report published under subsection (1) shall include details of a company’s—
(a) financial performance;
(b) revenue growth;
(c) cost control;
(d) innovation;
(e) service quality metrics;
(f) customer satisfaction metrics; and
(g) value for money.
(3) The first annual report under this section must be laid before Parliament within twelve months of the first award of a public sector contract in accordance with section 30(1A).”
Amendment 11, page 2, line 22, at end insert—
“30ZD Performance-based assessment of publicly-owned train operating companies
(1) Public sector companies with whom public service contracts are made in accordance with section 30(1A) are to be subject to performance-based assessments in relation to their management of the relevant passenger railway services.
(2) Performance-based assessments of public sector companies under subsection (1) are to be conducted by an independent body instructed by the Secretary of State.
(3) In conducting a performance-based assessment the independent body must assess the public sector company against published targets in relation to—
(a) the punctuality of services;
(b) customer satisfaction;
(c) revenue and passenger growth; and
(d) operational efficiency.
(4) Every contract made in accordance with section 30(1A) must place duties on relevant public sector companies—
(a) to prepare performance improvement plans where published targets are assessed under this section as not being met;
(b) to place limitations on the remuneration of senior managers while a performance improvement plan is in force.”
Amendment 12, page 2, line 22, at end insert—
“30ZE Impact on performance and efficiency of the UK rail network
(1) The Secretary of State must, within five years of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, instruct an independent body to conduct a review of the impact of the Act on the performance and efficiency of the UK rail network.
(2) A report on the findings of the review must be laid before Parliament.”
Amendment 15, page 2, line 22, at end insert—
“30ZF Impact on open access operators
The Secretary of State must, within twelve months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, lay before Parliament a report on the impact of the awarding of public service contracts to public sector companies under subsection 30(1A) on open access operators in the UK.”
Amendment 16, page 2, line 22, at end insert—
“30ZG Impact on exemption of passenger services
(1) The Secretary of State must, within twelve months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, lay before Parliament a report on the impact of sections 25A and 30, as amended by the Passenger Railway Services (Public Ownership) Act 2024, on the exemption of passenger services under section 24.
(2) A report under subsection (1) must include whether the coming into force of the Passenger Railway Services (Public Ownership) Act 2024—
(a) has made, or is expected to make, it more or less likely for an application for an exemption to be made to an appropriate designating authority;
(b) has made, or is expected to make, it more or less likely for an application for an exemption to be granted by an appropriate designating authority;
(c) has made, or is expected to make, any difference to the basis on which decisions as to the granting or refusing of applications for exemptions will be made by the appropriate designating authorities.”
Amendment 17, page 2, line 22, at end insert—
“30ZH Independent body to advise on pay and terms and conditions of employment for employees of public sector companies
(1) The Secretary of State must, within three months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, establish an independent body with responsibility for—
(a) providing advice to Government on the—
(i) remuneration, and
(ii) terms and conditions of employment
of employees of the public sector companies providing passenger railway services under a contract awarded in accordance with section 30(1A);
(b) advising the Government on value for money during the negotiation of the terms and conditions of employment of employees of the public sector companies providing passenger railway services under a contract awarded in accordance with section 30(1A); and
(c) preparing an annual report to be laid before Parliament by the Secretary of State on the terms and conditions of employment of employees of the public sector companies providing passenger railway services under a contract awarded in accordance with section 30(1A).
(2) Advice provided in accordance with subsections (1)(a) and (b) shall be based on annual investigations of working practices conducted by the independent body and consider—
(a) value for money;
(b) affordability;
(c) domestic and international comparators;
(d) the future of the rail network, including the modernisation of working practices.
(3) Advice provided in accordance with subsection (1)(b) shall include advice on whether any conflicts of interest exist between any Government Minister and any union involved in the negotiation of the terms and conditions of employment, and how any such conflicts should be managed.
(4) An annual report under subsection (1)(c) shall include a comparison with the terms and conditions of employment under the franchise which provided the relevant passenger railway services prior to the awarding of a contract in accordance with section 30(1A).
(5) The first annual report under subsection (1)(c) must be laid before Parliament within twelve months of the first award of a public sector contract in accordance with section 30(1A).”
Amendment 22, page 2, line 22, at end insert—
“30ZA Review of impact on exemption of passenger services
(1) The Secretary of State must, within one year of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, conduct a review of the impact of that Act on the exemption of passenger services under section 24 of this Act.
(2) A review conducted under subsection (1) must consult—
(a) the Scottish Ministers;
(b) the Welsh Ministers; and
(c) English combined authorities
on their willingness and ability to make an application to the appropriate designating authority for the grant of an exemption from designation under section 23(1) for the purposes of applying for or being awarded a public service contract under section 30(1A).
(3) The Secretary of State must lay a report on the findings of the review before Parliament.”
Amendment 2, page 3, line 23, after “Scottish Ministers” insert—
“or an elected public body”.
This amendment, and accompanying Amendments 3, 4 and 5, would expand the definition of “public sector company” to enable public service contracts to run passenger railway services to be awarded to public sector companies owned by local elected public bodies.
Amendment 3, page 3, line 25, after “Ministers” insert—
“or an elected public body”.
See explanatory statement for Amendment 2.
Amendment 4, page 3, line 27, after “Ministers” insert—
“or an elected public body”.
See explanatory statement for Amendment 2.
Amendment 5, page 3, line 27, at end insert—
“(ba) ‘elected public body’ means a body which is—
(i) a mayoral combined authority;
(ii) a combined authority; or
(iii) a unitary, county, district or borough council
or which is composed of more than one of the bodies listed above.”
This amendment in consequential on Amendments 2, 3 and 4.
Amendment 20, page 3, line 32, at end insert—
“30D Independent body to provide advice on proposed contracts
(1) The Secretary of State shall, within three months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, establish an independent body with responsibility for advising the Secretary of State on contracts proposed to be made in accordance with section 30(1A).
(2) The independent body must provide advice to the Secretary of State, including recommendations as to how or whether to proceed with the agreeing of the contract, within three months of a request for such advice being made by the Secretary of State.
(3) Should the Secretary of State wish to proceed with the agreeing of a contract—
(a) having received advice against proceeding with the agreeing of the contract from the independent body; or
(b) without taking such steps as were recommended by the independent body,
the Secretary of State must make a statement in Parliament of the reasons for doing so.
(4) The Secretary of State shall consult other franchising authorities before finalising proposals for the establishment of the independent body under subsection (1).”
Amendment 21, page 3, line 32, at end insert—
“30D Annual report on ticketing effects of public service contracts
(1) The Secretary of State shall lay before Parliament an annual report on the effect of public sector contracts awarded in accordance with section 30(1A) on—
(a) ticket pricing,
(b) tap-in, tap-out options,
(c) single-leg pricing,
(d) digital season tickets,
(e) compensation for delays and cancellations,
(f) ticketing interoperability with—
(i) other train operators, and
(ii) bus and light rail system operators.
(2) The Secretary of State shall consult other franchising authorities before finalising a report under subsection (1).
(3) The first annual report under this section must be laid before Parliament within twelve months of the first award of a public sector contract in accordance with section 30(1A).
(4) Each subsequent annual report must be laid before Parliament before the end of July in each subsequent calendar year.”
Clauses 2 to 4 stand part.
The schedule.
Helen Whately
It is good to see hon. Members so soon after the summer recess. I know that the Secretary of State for Transport, the right hon. Member for Sheffield Heeley (Louise Haigh), has been busy over the summer, but I hope that she managed—like the Deputy Prime Minister—to find some time to let her hair down.
When we last met, I set out why the Conservatives cannot support the Bill. I do not doubt that Government Members sincerely believe in their plan, in getting rid of privately run train operators, and in putting politicians in charge of running train services, but just because an ideological belief is deeply held, that does not make it right. It is certainly not the same as using evidence as a basis for decision making.
Our railways are vital to our economy: millions of people rely on trains, whether to get them to work or school, to make essential journeys, to see family and friends, or simply to visit other parts of the country. Our rail system is complex—a mix of public and private built up over many years. One thing it is not, though, is a toy train set to be played with, but I fear that is the approach this Government are taking. They are rushing through this ideological reworking of our rail system despite the absence of solid evidence to back up their approach, at a time when other countries are choosing to increase private sector involvement and competition in their rail systems.
There is no good reason for this Committee stage to be raced through in one day, rather than through a normal Bill Committee that would allow proper time for consideration and discussion, the time appropriate for such a substantial and significant change. Proper time would allow this legislation to be made better—indeed, fit for purpose—drawing on the strengths of our rail system as well as the weaknesses, and using the lessons of our experience and that of others, while still fulfilling the Government’s intention as set out in their manifesto. Instead, in their haste, this Bill simply takes a one-size-fits-all approach, pulling the plug on even the best train operating companies despite the mixed record of the Department for Transport when it comes to the performance of the franchises it runs already.
In the Government’s haste, the Bill lacks any controls or incentives to reduce the risk of increased costs to taxpayers and passengers. We can say the same for performance: where in this Bill are the incentives to improve that, or the protections for passengers should performance worsen when the right hon. Member for Sheffield Heeley is at the controls of our trains? In the Government’s haste, those things are missing too. In their haste, if they do what they said in their manifesto, they are going to bring thousands of rail workers into the public sector, all under a single Government employer. We will have unions reclining comfortably on ministerial sofas as they discuss pay for thousands of people, funded by the taxpayer, with no safeguards to speak of to make sure the taxpayer gets a good deal.
On Second Reading, I said that some more thought should go into the Bill over the summer. I asked a series of questions and made a number of suggestions. At the very least, I was expecting the Government to table some amendments, but I am sorry to report that, as far as I can see, they are going full steam ahead. There is no sign that any serious thought has been given to the long-term impact of Government-run train companies on growth, or on the efficiency of our railways. There is barely a word on the liabilities that this Bill would transfer on to the Government’s balance sheet, and crucially, no evidence has been shared about how passengers and their journeys will be affected.
Fundamentally, the Government are rushing ahead but travelling blind, pressing on irrespective of the impact on passengers or taxpayers, which they simply do not know. The right hon. Lady has made herself passenger-in-chief and then set off on a journey without knowing the destination. That is not a sensible way to govern. Passengers should always come first, above providers, unions and ideology. That is why our first amendment would require the Government to set out what impact they believe the Bill will have.
Richard Burgon
The shadow Secretary of State is making a case from her ideological point of view, although she denies it. Running through her speech is a deep suspicion of the public sector. Suddenly she is suspicious about the quality of service for passengers. Suddenly she is suspicious about the quality of service provided, and the amount of money being spent on it. If only those suspicions and that scrutiny had been applied by the shadow Secretary of State and her colleagues while they were in government to the disastrous privatised railway service. Is she really trying to convince this House that privatisation of the railways was in any way a success? It seems to me that she is trying to stand as a barrier to public opinion and the Bill’s progress, because the majority of people in this country support public ownership of the railways and the Labour Government were elected with that as a clear manifesto pledge.
The Second Deputy Chairman of Ways and Means (Caroline Nokes)
I am sure the hon. Gentleman is about to finish.
Richard Burgon
I am, thank you. I will bring my remarks to a close by asking, is it not the case that the shadow Secretary of State is being deeply ideological and is only interested in the privatised model and the pursuit of profit, regardless of the effect on the public?
Helen Whately
Unfortunately, the right hon. Lady’s approach is deeply flawed and risks our facing more strikes in future, rather than fewer. [Interruption.] Yes, to directly answer her question, I can assure her that I have spoken to her predecessor in the role, and I know that the reforms proposed to modernise the railways were crucial not only to controlling increasing costs and fares, but to improving the reliability of our train services. Unfortunately, she gave all that up overnight when she gave away a bumper pay deal of almost 15%, with nothing from the other side to improve services.
The independent body I am proposing would look at pay and terms and conditions in the round. It could shed some light on who is getting a fair deal and help put modernisation at the top of the agenda in negotiations. Given that this Government seem to be set on creating a single huge employer across the network, as set out in their manifesto, which surely means harmonising pay and terms and conditions across many thousands of employees, none of whom I suspect will want to give up whatever terms they most value—a four-day working week, 34 days of annual leave and the extra money they negotiated to start using iPads are some examples—can the right hon. Lady imagine what effect this might have on ticket prices and the efficiency of our network? An independent pay review body could at least gather evidence and advise Government on what makes sense to fill jobs and provide value for money for the taxpayer.
Madam Chair, I am grateful to you for giving me some time to outline our amendments, and I am mindful that other Members wish to talk to their amendments or make maiden speeches, so I will wrap up my comments with a couple of final points. As we made clear on Second Reading, His Majesty’s official Opposition do not support this Bill. Our rail system needs reform, and we have set out plans to do that, but this Bill is not the right way to go about it. On the contrary, the Government are being driven by a flawed ideological belief along the lines of “public sector good, private sector bad”. It is not underpinned by evidence of what works, and they are not being straight with people about the possible downsides such as higher fares for passengers, higher costs for taxpayers and less reliable trains.
Why are the Government rushing through this Bill? Is it to please their Back Benchers, who we know are deeply unhappy about scrapping the winter fuel allowance, or is it to please their union paymasters? I know the right hon. Lady has promised everyone that she is going to move fast and fix things, but this looks more like moving fast and breaking things. I say sincerely to her, as I am sure she will want to make this legislation as good as it can be and, like me, wants to do the best possible job for all our constituents and for the country we serve, that she should please consider the amendments we have tabled and think hard about giving them the Government’s support.
The Second Deputy Chairman of Ways and Means (Caroline Nokes)
As a point of information and for my assistance, it would be very helpful if Members wishing to be called could indicate clearly that they wish to speak.
Several hon. Members rose—
Graham Stringer (Blackley and Middleton South) (Lab)
That was earlier than I expected, Ms Nokes!
Before I come to the amendment I have tabled, I should say that I am probably the only Member in the Chamber who remembers the debate on the National Audit Office report after the original privatisation of rail, and if the hon. Member for Faversham and Mid Kent (Helen Whately) applied her proposal to the original decision to privatise rail, against the criteria the then Government were using, she would find that it has been a complete failure. I remember that when in this Chamber I asked Teddy Taylor, a Conservative I respected greatly, how he justified selling off the railways for less than they were worth, which is what the National Audit Office report said, his justification—the policy of the then Conservative Government—was that it did not matter because they would take all the subsidy out of the railways. Had the hon. Lady been present then and had those tests been applied to the original policy, the Conservatives’ policy of privatisation would be seen to be a complete failure.
The other point I would like to make about what the hon. Lady said, which a number of interventions from the Government side brought out, is that a huge amount of money has been transferred to other rail systems and to pension funds in north America and elsewhere that could have been used to benefit the transport system in this country. Incidentally, one of the reasons why passenger numbers have increased on the railways is that the previous Government did not invest in roads over many years. That has led to congestion which has forced people on to the railways; it is not the privatisation of the railways that has attracted those passengers. Those profits have gone out precisely because the Treasury did not want the debt on the balance sheet, but one cannot have it both ways. If we are to repatriate those profits, which I believe taking the railways back into public ownership will do, we of course have to take the debt. An accountancy sleight of hand, because the Treasury does not like seeing the debt on the balance sheets, is the direct cause of the profits being taken out of this country.
On the Government side of the House, there is real enthusiasm for this Bill, and the sooner the train operating companies are back in public hands and that money is repatriated to this country, the better. However, I share with the shadow Transport Secretary a worry that officials in the Department for Transport may not be up to it. Excuses may be used to slow things down, because the operator of last resort is not ready and they are worried about taking on the extra capacity. It is a genuine worry, but it is a problem that should and has to be overcome if we want a publicly owned railway working for the benefit of passengers and the taxpayers of this country, not a privatised system. I have therefore tabled an amendment to remove clause 2(3), which could be used as a loophole as it would allow the Secretary of State to carry on with a franchise under certain circumstances. I ask my colleagues on the Front Bench to be explicit about what those circumstances might be, because my worry is that they will be getting advice from officials in the Department for Transport who have not covered themselves in glory and have failed with the railways over many, many years.
As the hon. Member for Faversham and Mid Kent likes evidence, I refer her to a Public Accounts Committee report in May that is excoriating in describing the officials in the Department for Transport and how they have dealt with the railway system. I will read some of the conclusions from that report, because it should worry us all if we want this Bill to work—not just to be passed into legislation but actually to work.
The first point made by this all-party Committee with a Conservative majority in May this year was this:
“It has been six years since the Department identified the need for a root and branch review of the railway, but it has achieved very little in this time.”
It then says:
“There has been too little focus on passengers and taxpayers and how to get them a better deal.”
Those are the first very worrying points from Labour’s perspective.
The report also says:
“Six years since the Department started work on rail reform, it has failed to resolve fundamental disagreements and clarify key aspects of reform.”
There are other points too, but I do not want to bore the Committee too much. The last point is:
“The Department has failed to engage with the workforce to successfully deliver its reform ambitions.”
That is also very worrying.
I note as well the comments of an official from the Department when discussing the appalling performance of Avanti, which I think is permanently in breach of its contract and which has laughed at the Government and the travelling public as it has received massive subsidies. It is not working for profit; it is not at risk. It has just been ripping off the taxpayer for many years—since it took over from Virgin in fact. A DfT spokesperson said:
“Stripping Avanti's contract would just cause more upheaval for passengers rather than solving the challenges the operator is facing. These include restrictive working practices that can’t be reformed without ASLEF’s agreement.”
I think those officials could be and have been a barrier to reform. I would not expect my colleagues on the Front Bench to do anything but be loyal to the officials who work in the Department, but I would like them to respond on how they are going to overcome some of the potential problems they will find in a Department they control. There are not only the problems where there will be resistance. Owing to the way the franchises are dealt with, some of the better train-operating companies—such as Greater Anglia, which has a reasonable record—will come up first, whereas Avanti has eight years left on its contract. It seems to me that it would be easy for officials to recommend dealing with the best first rather than the worst, which is not in the interests of passengers or the taxpayer. We really need as a Government to get control of that and deal with the worst first, because that is where we are losing money, that is where passengers are suffering, and that is where money is being taken out of the system. As I say, I do not expect the Front-Bench team to criticise the officials they have to work with, but I hope they will take on board the fact that there are real problems and that we need to deliver right across the rail system to create a wholly publicly owned industry as soon as possible.
Passenger Railway Services (Public Ownership) Bill
Caroline Nokes ExcerptsMonday 29th July 2024
(3 months, 3 weeks ago)
Commons ChamberRead Full debate Passenger Railway Services (Public Ownership) Bill 2024-26 View all Passenger Railway Services (Public Ownership) Bill 2024-26 Debates Read Hansard Text Watch Debate Read Debate Ministerial Extracts
Helen Whately
I was perfectly clear at the beginning of my speech that we agree that reform is needed. That is why we commissioned a review and set out ambitious plans for reform, including the Great British Railways. I welcome that the new Government intend to introduce that.
I am not here to make an ideological argument. To respond to the point made by the hon. Member for Runcorn and Helsby (Mike Amesbury), sometimes, like with our plan for Great British Railways, the public sector is the right vehicle to solve a problem. At other times, a competitive, private model will lead to better results. The point is, if the Government are going to change things in the first piece of legislation they bring before this House, they need some pretty clear evidence as to why, so I have some questions for the Secretary of State and the Under-Secretary of State for Transport, the hon. Member for Wakefield and Rothwell (Simon Lightwood), who will be summing up.
How exactly will bringing train operating companies into public ownership benefit passengers? Unfortunately, the Government’s impact assessment does not tell us, for sure. What improvements can passengers expect? Who is the Secretary of State going to get to run these companies? Where are all these different, better train operating experts going to come from? If they are out there, twiddling their thumbs in the hope that this day would arrive, would the Department for Transport not have brought them on board already to help with the running of Northern Trains or Southeastern?
It is the same question across the network. Will she be sacking everyone currently working for the train operating companies and replacing them with a horde of superior, yet currently out-of-work, staff? Or, as I suspect, will passengers simply encounter the same group of people in a different colour shirt? What we need to hear is what tangible difference this going to make for passengers, because if the answer is nil, then there are lots of other things she could be doing with her time, such as prioritising the railways Bill.
The railways Bill is the legislation that will actually make a difference to how passengers experience our railways, with simpler tickets, joined-up decision making and efficiency savings that can be passed on to passengers. She could be modernising working practices, instead of bending over backwards to the unions, as reports suggest she has already done. How does she think that creating a single employer and, in the process, uplifting every rail worker’s terms and conditions to the least favourable for passengers, will benefit the network?
She could start by saving the train manufacturer, Hitachi—something that, when in Opposition, she said she could do with the stroke of a pen. I notice that it has been three weeks and that pen is yet to materialise. Perhaps she no longer takes for granted the work her predecessor did saving the Alstom factory in Derby. Or she could prioritise investment in the network, like the £100 billion we spent improving the railways since 2010.
On that point, I feel for her because I know what it is like to argue with a Chancellor for investment in something and not win that argument. It is clear from the Chancellor’s statement earlier that the Secretary of State for Transport lost the argument pretty catastrophically. Rather than setting out to reform welfare or control public spending, the Chancellor opted to slash a host of transport infrastructure projects. She will now review all transport infrastructure plans, putting the entire transport pipeline into chaos, letting down communities across the country and letting down a fair few of her new colleagues, too. Those new colleagues will be dismayed to find that they campaigned on false promises to the electorate, and that their pledges to invest in economic growth and not to raise taxes were not even worth the glossy paper on which their leaflets were written.
Although I know what it is like to lose an argument with the Chancellor, I do not share the experience that the Secretary of State and many of her colleagues will now be going through: of changing their tune just three weeks after they were given a mandate by the electorate and less than two weeks after their party leader had said that trust was the new battleground of politics. It seems as if he has given up on that battle already.
All the same, I welcome the right hon. Lady to her post, and I do genuinely wish her well. I will gladly offer my support to anything that she does to make our railways more reliable and more affordable. This Bill will not do that. It is a rushed piece of left-wing ideology. The evidence, both here in the UK and across Europe, shows that an effective public/private model, where the incentives are properly aligned, delivers more choice, more passengers and greater efficiency.
Over the next few weeks of recess, the Secretary of State and her team will have some time to reflect and reconsider. I hope that they will return in the autumn with a Bill that jettisons the baggage of ideology and takes up the mantle of evidence—a Bill that will have more prospect of improving the rail service for passengers, because, as I said, I have no interest in opposing for opposition’s sake, but this Bill as it stands will not be receiving the support of His Majesty’s Loyal Opposition.
Wera Hobhouse (Bath) (LD)
Thank you for calling me to speak, Madam Deputy Speaker. I do not think that I have yet had the opportunity to express my pleasure in seeing you in your new role. May I also congratulate the right hon. Lady on securing her new role as Secretary of State?
Our railways are in dire need of improvement. Under the last Conservative Government, passengers were repeatedly failed. Services are poor and the ticketing system is in shambles. All the while the public keep paying more and more, year on year. Rail fares in the UK are already some of the highest in Europe and are set to rise again. I am sure that all Members of this House have heard about, or experienced, cancellations, delays and a ticketing system not fit for purpose. People are crying out for a functioning rail network that they can rely on.
Too often, my Bath constituents would rather travel by train, but take the car instead because a train ticket is far too expensive. If we are serious about meeting our net zero target and reducing emissions, rail must be not just a green option, but an affordable one. Since privatisation, passenger journeys have more than doubled to 1.71 billion per year. However, satisfaction is at its lowest level in over 10 years. We agree with the Government that competition is not working as intended. Fewer and fewer companies are bidding for new franchises as the costs have ballooned. Meanwhile, Government subsidies have increased and intervention is desperately needed.
The UK needs a world-class rail network to support growth and reach net zero. For too many years, it has been held back by under-investment and lack of ambition, particularly in the north and south-west. However, may I ask what will happen to investment after nationalisation, when Great British Rail will have to compete for funding with the NHS and schools? I am sure this Government will agree with us that they must guarantee that funding for a nationalised rail network will not come at the expense of other public services.
We Liberal Democrats want the fairest deal for passengers. Anything that brings down fares is welcome and I look forward to the Government setting out how services will improve when in public hands. Nationalisation is an interesting idea, but Liberal Democrats want an approach that benefits passengers right away. We would freeze fares immediately and then get on with reforms to the broken system. Passengers might not be that interested in who is running the trains, but they are interested in whether they are running on time and at a fair price.
There is inconsistency within the proposed policy: just as private companies do now, Great British Rail will continue to lease rolling stock. Rolling stock leasing companies benefit from a monopoly out of the 1994 privatisation and make excess profits. One quarter of operators’ costs go to those companies and I hope the Government will urgently look into that.
The Liberal Democrat approach is pragmatic. We will scrutinise the legislation according to what is best for passengers. We want one nationwide body with proper powers to put investment in the right place and hold train companies to account. Our proposal is for a railway agency to act as a guiding mind for the railways, putting commuters first, holding train companies to account and bringing in wholesale reform of the broken fare system.
It is currently unclear what the financial impact of nationalisation will be. There are potential savings due to management and performance fees no longer being payable. However, subsidies might increase after nationalisation. Private operators are already subsidised to run unprofitable services, and public sector companies would similarly need financial support, which might increase over time. We are putting down these concerns to make sure that we are properly holding the Government to account on their proposals. Can the Government really ensure that funding will be adequate without fares increasing further?
There is no reason for nationalising companies purely based on their contract expiry date; the Government should start by focusing attention on operators that are demonstrably failing passengers. GBR could then focus on turning those services around to deliver tangible improvement for the public. The Government should at least look at that, and operators that are performing well should be deprioritised. That would be better for travellers and reduce the cost to taxpayers.
There are other questions that we need clarity on. When the contract is up, will train operating companies go straight to Great British Rail or to the operator of last resort? If it is to the operator of last resort, what incentives will there be for operators to grow rail revenues, which are still at 70% of pre-pandemic levels? A larger OLR team will be necessary to manage the increased number of rail journeys while GBR is being set up. The explanatory notes to the Bill do not consider that increased cost.
All that must be part of a wider, long-term rail strategy. Instead of fixating on the issue of ownership, our railways need a rapid and significant change to put passengers first with a focus on the quality of service. We are interested in looking at what benefits nationalisation will bring, but we urge the Government to be pragmatic.
Victims of Road Traffic Offences: Criminal Justice System
Caroline Nokes Excerpts(9 months, 3 weeks ago)
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Caroline Nokes (in the Chair)
Before I call the hon. Member for North Devon (Selaine Saxby) to move the motion, can I ask for the co-operation of all Members taking part in this debate in ensuring that they abide by the House’s sub judice resolution? That means that there must be no reference in debate to cases that are active in the UK courts, including inquests and any cases that have not reached the sentencing stage. I ask Members to take all reasonable steps to assure themselves before mentioning specific incidents that there are no active court proceedings at this time, and to avoid saying anything that appears to prejudge the outcome of a future case. I will intervene if it appears that a case being discussed is indeed active.
Selaine Saxby (North Devon) (Con)
I beg to move,
That this House has considered victims of road traffic offences and the criminal justice system.
It is a pleasure to serve under your chairmanship this morning, Ms Nokes.
I am speaking not just as a representative of my North Devon constituency, but primarily as co-chair of the all-party parliamentary group on cycling and walking. I am also here as a voice for the countless people across our country whose lives have been or could be tragically impacted by road crashes. I am careful to use the word “crashes” or “collisions” rather than “accidents” because RoadPeace, the charity supporting those who are bereaved or seriously injured after road traffic collisions, highlights that accidents are seen as “just one of those things”. In many cases, as we will hear today, there are a series of actions leading up to avoidable tragedies.
This debate has been secured following the APPG’s report on “Road Justice”, published late last year, which is a profound testament to the urgent need for reform. It is not an exaggeration to say that this is a matter not just of policy, but of life and death. This inquiry was a follow-up to the first in 2017, when my right hon. and learned Friend the Member for Cheltenham (Alex Chalk), who is now the Justice Secretary, held my position on the APPG. I spoke to him yesterday evening, and he is taking a keen interest in today’s debate; he will be facilitating a meeting for me with the relevant Minister following it.
The Government’s vision, as articulated in “Gear Change”, is ambitious and commendable. It is to see half of all journeys in towns and cities made accessible by walking or cycling by 2030. However, this vision is currently jeopardised by a prevailing climate of fear among vulnerable road users, such as pedestrians and cyclists. It also does not consider the complexities of active travel on rural roads, the encouragement of which requires a vastly different approach compared to the encouragement of active travel in more urban environments. The Department for Transport has made fantastic efforts to include rurality in its funding, but I ask that it extends rural thinking across the whole portfolio, so we can have a joined-up approach to road safety.
As many of us will know from the volume of correspondence from constituents, road safety is an issue that affects pretty much all of us, and pedestrians and cyclists are most at risk. To tackle road safety and improve the experience in the justice system, everybody needs to work together, and that includes Government Departments. Many of the responsibilities in this area fall between the Department for Transport, the Home Office and the Ministry of Justice, and I am sure that collaboration can be improved.
The inquiry conducted by the APPG included 10 recommendations categorised into two groups: group A, requiring ambitious reform; and group B, rapid and more uncontroversial proposals that could be implemented quickly. They would all require support from the Ministry of Justice, the Department for Transport and the Home Office.
The first recommendation in group A—aiming for ambitious reforms—is that the Government introduce escalating penalties for repeat road traffic offences. Analysis of police data from 2014 to 2017 has revealed that 47% of those convicted for driving while disqualified had at least one previous conviction for the offence. However, there is not currently a means for penalties to increase in steps. Instead, the magistrate or judge is limited to the same maximum penalty that applies to a first offence. I raised this point in the Chamber with the Minister for prisons, parole and probation—the Minister of State, Ministry of Justice, my right hon. Friend the Member for Charnwood (Edward Argar)—last year, and asked about his Department’s plans to escalate traffic offences, especially as repeat offenders are given the same penalty as a first-time offender. This would be an important step towards making road justice a reality for those walking, wheeling and cycling.
The APPG also asked for compulsory retesting of offenders. Any driver who has been disqualified should be required to undergo retesting. This currently happens only for the most serious of offences, such as causing death by dangerous driving. This is not punitive, but a necessary measure to ensure that drivers possess the skills and awareness needed for safe driving. The report proposed increasing the maximum sentence for dangerous driving to four years, reflecting the severity of such offences and their potential for causing harm. We need to deter and tackle dangerous drivers before they kill, so dangerous driving needs to be treated more seriously.
The concept of exceptional hardship in the totting-up process for driving disqualifications must also be revisited. We advocate a stricter interpretation to ensure that it is not misused as a loophole. Approximately 23% of those who amass 12 penalty points successfully argue against disqualification on the grounds of exceptional hardship. We should prioritise the hardship felt by families and victims of road crashes rather than prioritising the convenience of offenders.
The second part of the report calls for
“thorough investigation of serious collisions”.
Standardised best practice-based guidelines for investigating serious road traffic collisions must be adopted across all police forces. This uniformity will ensure justice and proper accountability. There is also a need to implement a standardisation system for third-party reporting of traffic incidents via dashcams. Currently, this can be a postcode lottery, and the change would facilitate a more consistent and efficient handling of such reports.
The report recommends establishing a UK commissioner for road danger reduction. The role would involve measuring road danger, setting reduction targets and ensuring effective collaboration among various stakeholders. This campaign is championed by crash victim Sarah Hope, who I know hoped to be in the Public Gallery today. We need to recognise that crash victims should be treated as victims of crime, barring clear evidence to the contrary. This recognition is vital in addressing their trauma and loss.
As we look at extending understanding of the highway code, we need a better communication campaign to enhance that understanding and compliance with the revised highway code, which would also contribute significantly to improving road safety.
In addition to the report, I feel it important to mention some of the additional issues that road safety campaigners have highlighted to us. One is the lengthy delay in the publishing of various calls for evidence by the Department for Transport, and the delay in publishing its road safety strategy. The call for evidence for the Department for Transport’s roads policing review began on 13 July 2020, with recommendations due in spring 2021. To date, no update has been published. In May 2014, the coalition Government at the time committed to undertake a full review of offences and penalties. Although this is no longer the same Government, for 10 years various Ministers in both the Department for Transport and the Ministry of Justice have promised that this is coming in “due course”. I hope that today the Minister will be able to provide a significant update on that timeline.
The Department for Transport has said that it intends to publish a new road safety strategy. There is currently a document in place for Scotland, Wales and Northern Ireland, but not England. It is essential that we know when such an important document will be published and put into practice. I again ask the Minister whether he can give any indication of a timeframe for the publication of that road safety strategy.
Unfortunately, most Members will have seen awful cases of road violence in their constituencies and struggle to understand the reasoning behind the charge and sentencing. The Under-Secretary of State for Wales, my hon. Friend the Member for Brecon and Radnorshire (Fay Jones), asked me to represent the case of Harry Webb on behalf of Harry’s parents in Powys. Harry was cycling in Hackney when he was killed by a driver. Harry was killed in a 20 mph limit area; if the driver had been driving at the speed limit, Harry would probably have got away with broken limbs at worst. However, that was not the case and if someone is charged—and there is no indication that they have been—it is regrettable that the case will not come to court until 2025. If someone is charged and found guilty, a criminally reckless driver will have been allowed behind the wheel until then. Harry’s parents have emphasised that perpetrators of road violence who have caused death or life-changing injuries often receive shockingly low sentences; their case is not the only one.
Not far from North Devon, my hon. Friend the Member for North Cornwall (Scott Mann) has worked for some time on an upsetting case from his constituency—one in which the Saltern family were deprived of a much-loved son, and a wife was robbed of a life together with him. The family have since campaigned for a change in the law—Ryan’s law—to try to widen the definition of death by dangerous driving. Unfortunately, my hon. Friend the Member for North Cornwall was unable to attend today’s debate as he is in a Bill Committee, but I know that he, too, has met Ministers to discuss whether it is possible to introduce a new offence or new sentencing guidelines relating to failing to stop. In my constituency of North Devon, 451 residents have signed the Ryan’s law petition calling for the Government to widen the definition of death by dangerous driving to include:
“failure to stop, call 999 and render aid on scene until further help arrives.”
The distinction between careless and dangerous driving is blurred, leading to inconsistency in charging and prosecution. In my local policing area of Devon and Cornwall, the ratio of careless driving prosecutions to dangerous driving prosecutions is 21:1. Across England, the ratio differs greatly between 1.8:1 in Cleveland and 41:1 in Essex. That inconsistency cannot be attributed solely to variations in local driving behaviours or to different environments; it points to a systemic issue in our enforcement and understanding of these offences.
Several hon. Members rose—
Caroline Nokes (in the Chair)
As you can all see, many Members wish to contribute. I will not impose a formal time limit yet, but I ask Members to consider limiting their comments to five minutes or so.
Fabian Hamilton (Leeds North East) (Lab)
It is a pleasure to serve with you in the Chair, Ms Nokes. I thank my co-chair of the APPG for cycling and walking, the hon. Member for North Devon (Selaine Saxby), who gave a tremendous speech outlining the content of the “Road Justice” report that the group published in September 2023. I will add a little to what she said, but she was pretty comprehensive, and I am grateful to her. I took over from my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury) as co-chair late last year; I thank her for her years of dedication and the huge contribution she made to the APPG in the years that she chaired it with the hon. Member for North Devon.
On 21 December 2017, just over six years ago, I secured an Adjournment debate in the Commons Chamber on the case of my constituent Ian Winterburn, a cyclist who was killed at the junction of Whitkirk Lane and the A6120 ring road in Leeds on the morning of 12 December 2016. He was wearing a cyclist’s high-visibility jacket and his helmet, and his lights were on. In spite of that, a car turning right in front of Ian drove straight into him, the driver claiming that she did not see him on the road. He died in a coma 10 days later as a result of his injuries. On 4 October 2017, the driver of the Skoda that killed Mr Winterburn was convicted by Leeds magistrates court of causing death by careless driving. She was handed down a four-month prison sentence suspended for two years, a £200 fine, 200 hours of community service and a two-year driving ban—not even the five-year ban that is now mandatory. As I described to the House at the time, the way in which the West Yorkshire police and the Crown Prosecution Service dealt with the case and treated the family was utterly appalling, as was the family’s treatment by the court service and the coroner. I detailed the case then, so I will not repeat what I said, but I sincerely hope that the treatment of victims of cycling fatalities and their families has improved over the past seven years.
In summer 2022, I received a distressing email from the daughter of a constituent who had been killed by a taxi driver on his way to work, early in the morning. My constituent was an experienced cyclist who had been travelling by bike regularly for over 40 years. He was hit and killed instantly by a car that had seemingly gone through a red light at a junction. As the case is still sub judice, I cannot give further details except to express my anger and that of the family that West Yorkshire police told the victim’s wife and daughter that the case could take up to two years to bring evidence or a prosecution for what appeared to them to be a clear-cut case. The anguish that they suffered and still suffer is unimaginable. It truly is a case of justice delayed, as the saying goes, being justice denied.
In 2023, as the hon. Member for North Devon said, the APPG for cycling and walking launched an inquiry into road justice that reported in September and made 10 recommendations. I will briefly repeat them at the end of my speech. However, a few years ago, while on my routine ride from Parliament to King’s Cross station on my way back to Leeds, I was stopping at the traffic lights at the junction of Holborn and Kingsway, a notoriously dangerous area for cyclists, when another cyclist cut across my path, causing me to brake so sharply that I fell off my bike on to a stationary taxi. The other cyclist, realising what he had done, stopped and returned to help me—the lights were red and the traffic was at a halt. At the same time, however, the cab driver wound down his window and started shouting abuse at me—while I was lying injured on the ground—for possibly damaging his vehicle. The other cyclist made it plain that the accident was his fault, not mine, but the cab driver would not have it and demanded that I pay for the damage to his taxi cab. When he finally got out of the cab he realised, after inspecting it, that no damage had been done, but instead of helping me up off the road, he simply told both of us that we were a menace to all cars on the road and should not be allowed to cycle on any main road. Thankfully, cycling infrastructure in London has improved so much since then that I do not have to use the Aldwych/Kingsway route any more, which is a big relief. I am sure there have been far fewer casualties at that junction since London’s cycle routes were created, but the same cannot be said for the rest of the country.
It is my experience as a cyclist, and I am sure that of many other Members, that drivers—most of us are drivers too—do not recognise the right of cyclists to be on the road with them. As the hon. Member for North Devon said, they do not want to share the road with road users who are not in motorised vehicles. Driving a motorised vehicle is a privilege, as it is a dangerous weapon in the wrong hands if not used properly. We cyclists have every right to use the road and should not be treated with the contempt that most motorists show us. How many of us have suffered abuse from people winding down the windows as they overtake us because we are slowing them down to tell us that we should pay tax as a cyclist—which we do anyway—or should not be on the road at all? Sometimes, in rare cases, they take action they think is appropriate and try to run us off the road. Many of us have experienced that horror.
Justice for cyclists involved in these collisions is really important, especially when a motor vehicle is involved. We want the points we made in our report to be implemented as quickly as possible to help more people cycle on roads, walk and get involved in active travel.
Caroline Nokes (in the Chair)
I repeat my request for Members not to sail too close to the wind when it comes to the sub judice regulations.
Bill Esterson (Sefton Central) (Lab)
It is a pleasure, Ms Nokes, to have you here in the Chair today.
I congratulate the hon. Member for North Devon (Selaine Saxby) on securing the debate as well as everyone who has taken part in it. The strength of feeling from everyone who has spoken has come across extremely well, including in the personal stories and those told on behalf of constituents who have been victims of road accidents. I completely agree that referring to “road accidents” is exactly right, considering what happens on our roads. There has been a sense that driving offences are not viewed as as serious as they are in reality; that has come across loud and clear. I also congratulate the APPG on its work, as well as Roadpeace and the other charities mentioned today.
I want to mention some personal stories of my own. A friend of mine decided to return to cycling recently. On his first outing on his bike, he hit a pothole and was badly injured, and he has not been able to go back to work. I mention that incident because one of the issues that has not come up today is the need for decently repaired roads. Before I move on to what others have said, let me briefly say that road safety, in its widest sense of ensuring that we can all travel safely on our roads, means investing in proper repairs. I am glad that we are going to see some more money for repairs after the cuts—indeed, the halving of the budget.
Caroline Nokes (in the Chair)
May I gently remind the shadow Minister that the title of the debate is “Victims of Road Traffic Offences: Criminal Justice System”?
Bill Esterson
Indeed, and I will say why road repairs are relevant. In October 2023, the AA had the highest level of call-outs in any October ever, and accidents are sometimes caused by or related to poor road conditions. We still need justice, whatever the cause of an accident is.
I hope that we will see a proper level of investment in our road repairs, including—I say this gently to the Minister —the specification of a higher quality of sustainable repair. The technology exists, although it is not always applied. That is all I have to say on the matter of road repairs, but I wanted to refer to it because I think it is relevant to the debate.
The other personal story I have is about a motorcyclist, who is the friend of a friend. A driver pulled in front of him and he crashed, and is now in a coma. The prognosis is that he will never recover, because he is paralysed. I was reminded of his story while I listened to some of the others. I have no idea whether there will be a prosecution in that case. I will make no further reference to it, to where it happened or to who was involved, but it is a reminder that accidents cause life-changing injuries and even deaths.
In her excellent speech, my hon. Friend the Member for Birmingham, Erdington (Mrs Hamilton) mentioned the very high level of deaths on our roads—1,500 fatal injuries, as well as 130,000 casualties in Britain. We all have a duty to reduce that level of accidents, and I have mentioned repairs.
Bill Esterson
Well, I was referring to what the hon. Lady said in her speech, but I think we are talking at cross purposes. I completely accept that it is correct to talk about “collisions”, and all I would say in response to her intervention is that this shows just how easy it is to slip back into calling them “accidents”. I accept her point, and I am happy to correct the record.
My hon. Friend the Member for Birmingham, Erdington told us how many deaths and how many casualties there are from collisions, and we all have a duty to reduce the number and to prevent them from happening. What we have so often heard today is that that is not happening. The way that drivers are allowed to continue is a real problem. My right hon. Friend the Member for Exeter (Mr Bradshaw) spoke in a previous debate about a driver who had been banned something like nine times, and went on to be involved in a collision in which somebody died. This is about the short nature of such bans, and that point has been well made. I welcome the Government increasing the length of bans, and we supported the amendment to do that in legislation that went through a few years ago. The question is: what more can be done? I very much welcome the recommendations made by the all-party group, and I am very keen to hear what the Minister has to say in response to them.
I will say a few things about what Labour wants to see. We have published our approach to government, with our mission to raise confidence in the police and the criminal justice system to their highest levels. We want to see 13,000 extra police on our streets, and to address the cuts in the police and in support staff. I know that the Minister will say that police numbers, having declined first, have increased again, but there has not been a return to the previous numbers of support staff.
As Her Majesty’s—now His Majesty’s—inspectorate of constabulary and fire and rescue services said in 2020:
“The number of dedicated roads policing officers has declined”.
It also said that they have been moved to addressing
“responsibilities for supporting general policing”.
That has to change if we are to support victims, investigate the incidents—collisions—that happen on our roads and deliver justice in a timely fashion. We heard about how long it is taking to bring one case to court; I think it was my hon. Friend the Member for Leeds North East (Fabian Hamilton) who made that point about a constituent. The challenge for us is to support victims and to ensure that justice is seen to be delivered, and that it is not delayed. There were 83,581 cases in a nine-year period where drivers were not disqualified due to mitigating circumstances. I think we should address the recommendation in the all-party group’s excellent report on mitigating circumstances.
I will quickly reiterate those questions for the Minister, because I am keen to learn whether he accepts the recommendations. Whoever is in government has a duty to seriously consider the requests.
Bill Esterson
Indeed. We have 20 minutes left, but I do not intend to use many more of them.
Does the Minister support the all-party group’s 10 recommendations? Does he want escalating penalties? Does he agree that we should require retesting for those wanting to drive again following disqualification? What is his view on increasing the maximum sentence for dangerous driving to four years? What is his view on issuing guidance to police officers and increasing their use of bail powers so they can remove the right to drive from people arrested for dangerous driving? Does he agree that we should revisit sentencing guidelines so that exceptional hardship should be granted only in truly exceptional circumstances? What is his view on removing tolerances in speed enforcement, creating consistent guidelines for forces to investigate serious collisions, implementing a standardised system for third parties to report actual or suspected road offences, creating a UK commissioner for road danger reduction, and implementing guidelines so that victims of crashes are considered victims of crime unless there is clear evidence to the contrary?
The debate is about justice for victims. I am very keen to hear whether the Minister agrees that we really need to consider victims of road traffic collisions as victims, and that they should be covered by the victims code and other aspects of criminal law. Far too often, drivers who commit serious offences are not regarded by society as guilty of a serious crime. Everybody in this debate is calling for that to change, and I am very interested to hear whether the Minister agrees.
Caroline Nokes (in the Chair)
I am sure the Minister will want to leave a couple of minutes for the hon. Member for North Devon at the end.
Camp Hill Line Railway Stations, Birmingham
Caroline Nokes Excerpts(1 year, 4 months ago)
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Tahir Ali
My right hon. Friend makes the important point that the people of Birmingham and the west midlands have realised that Andy Street, the Mayor of the west midlands, is only good at promising, without any delivery taking place. Money for the east Birmingham tramline connecting Birmingham airport through to the city centre was actually promised by George Osborne. How many Chancellors have we had since then? How many of them have actually delivered? They are good at promising, but never at delivering.
Has the Department for Transport considered the health and environmental impacts of a year-long delay to this project? Birmingham City Council’s most recent report on air quality in the city found that pollution levels still exceed mean objectives for nitrogen oxide levels, caused primarily by increased road traffic. Furthermore, Birmingham, Hall Green has the second highest number of traffic casualties in Birmingham, with 304 casualties reported in 2021. The congested roads in my constituency are no longer safe for residents or pedestrians, yet people will have few alternatives until at least the end of 2024 because of the delay.
Finally, are the people of Birmingham, Hall Green and the west midlands more generally still expected to put their trust in Mayor Andy Street to deliver on his transport plans for the region? That is a pertinent question, because Andy’s record is, quite frankly, appalling when it comes to delivering on transport objectives for the region. His penchant for delays is matched by the Government’s inability to complete High Speed 2 within a reasonable timeframe, with costs spiralling, helped upwards by rising interest rates. Seemingly inspired by this failure, Andy Street has taken to delaying innumerable transport projects, which has increased costs.
Let me examine the Mayor’s record a little more closely. First, we have the West Midlands Metro tramline. The Birmingham Eastside extension—
Caroline Nokes (in the Chair)
Order. I gently remind the hon. Member that this is a debate on the Camp Hill line railway stations in Birmingham, not Transport for the West Midlands. He might like to make sure that his remarks are restricted to that.
Tahir Ali
Thank you, Ms Nokes. I was making the point that this is not an isolated case; there is a pattern of behaviour that is of great concern. You will appreciate that the projects I am mentioning are of great importance not only to my constituents but to the residents of Birmingham and the west midlands because this is about getting—
Caroline Nokes (in the Chair)
Order. I am sure they are, but the subject of the debate is the Camp Hill line railway stations.
Tahir Ali
The tram link, which connects the stations of Stirchley, Kings Heath and Moseley to the city centre and then links to the tramline going to the rest of the west midlands, has had major disruptions, even in the Black Country, Dudley and Brierley Hill. Have commuters been let down? Absolutely, because at the last election they put their trust in Andy Street to deliver on his promises. Despite his prior assurances, the Mayor announced a 12% increase in bus fares—way above inflation—but what exactly are people getting for the money? For that reason, I ask whether the residents of Birmingham and the west midlands, but particularly those in Birmingham, Hall Green, can now trust Mayor Andy Street to deliver on the Camp Hill line and the Government to bail him out before the next mayoral election.
Robert Stephenson and Company: 200th Anniversary
Caroline Nokes Excerpts(1 year, 4 months ago)
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Caroline Nokes (in the Chair)
I will call Chi Onwurah to move the motion and will then call the Minister to respond. There will not be an opportunity for the Member in charge to wind up as this is only a 30-minute debate.
Chi Onwurah (Newcastle upon Tyne Central) (Lab)
I beg to move,
That this House has considered the potential merits of Government support for the 200th anniversary of Robert Stephenson and Company, Newcastle.
It is a real pleasure to serve under your chairmanship, Ms Nokes. I draw the House’s attention to my entry in the Register of Members’ Financial Interests as a chartered engineer.
I am very proud to have secured this debate to celebrate the fact that my constituency, Newcastle upon Tyne Central, is home to the world’s first locomotive factory. Just 100 yards from Newcastle Central station stands the very shed where Robert Stephenson and Company developed the key enabling technology of the industrial revolution, transforming the physical, economic and social landscape of the United Kingdom and, indeed, countries around the world.
In the bicentenary year of the founding of the factory, which improved the lives of generation upon generation, I want to understand what steps the Government are taking to commemorate it, and to set out the importance of celebrating our industrial heritage so that we can inspire a new generation of industrial innovators to solve the great challenges of our age.
George Stephenson was born into poverty in 1781 and had no formal education until the age of 18, but he died a man of worldwide renown. In 1823, with two local industrialists, Edward Pease and Michael Longridge, and his son Robert, he set up Robert Stephenson and Company. Robert was only 20 at the time but already a notable engineer in his own right, and he built on his father’s work. He even became a Tory MP representing Whitby, so I hope that Robert Stephenson and Company will receive cross-party celebration.
When the factory opened, 90% of the global population lived in abject poverty and infant mortality was 40%. Horses to carry Newcastle’s famous coal were scarce and colliery owners sought better ways to transport it across the country. It was by responding to that challenge that George Stephenson earned his title as the father of the railways. The Stephensons’ factory was the world’s first works to specialise in the construction of locomotives. It transformed the coal industry, gave birth to public transport by initiating the first ever passenger railway, and was the literal engine of the industrial revolution.
The works also helped to bring about two of the country’s greatest railway structures: Newcastle Central station, widely accepted as one of the country’s finest stations, and the High Level bridge, the world’s first combined rail and road bridge. That is only a fraction of Stephenson’s legacy: the truth is that every single person in this room has benefited from the Robert Stephenson and Company factory, and every country has felt the impact of the works.
One of the most important historical sites of the 19th century is now part of a redevelopment scheme called the Stephenson Quarter, which includes the Boiler Shop, a popular venue for music and food, finding new relevance in the vibrant cultural life of Newcastle. There is a plaque commemorating Locomotion No. 1 at the original works site, but there should be much more to commemorate it.
The first locomotive to be built at the works was named, imaginatively, Locomotion No. 1, which ran on the Stockton and Darlington railway. It was followed by Hope, Black Diamond and Diligence, and then by the famous Stephenson’s Rocket, the most advanced locomotive of its day. The designs proved to be the template for the next 150 years of locomotive construction in Britain and around the world. The factory built the first locomotives to run in America, Australia, France and Germany.
Knowing that the best locomotives were made in England, the US state of New Jersey ordered the John Bull all the way from Newcastle in 1831. It was last operated in 1981, which makes it the oldest operable steam locomotive in existence. Today, the John Bull is on proud display at the National Museum of American History, so it is no exaggeration to say that Newcastle’s industrial heritage belongs to the world.
Just 76 years after setting up shop, the factory had produced more than 3,000 locomotives and was selling to more than 60 countries. The world had become a smaller place. The first industrial revolution saw various labour-saving inventions that drove rises in output and production, but few had as much of an impact on our very way of life as the steam locomotive. Railways connected communities and made what was distant close, and in so doing altered the significance of space and time. New opportunities for travel gave birth to the work commute—we may not all be appreciative of that—Victorian seaside resorts and even the standardisation of time, because the need for standardised railway timetables drove local and national co-ordination and eventually gave rise to the international standard, the Greenwich meridian. There could not be a more striking symbol of the manner in which the innovations of Stephenson and Company ushered in modernity and united people across localities, regions and nations.
Of course, there was opposition at the time, particularly from the vested interests of horse and river power companies. It was said that cows would stop giving milk and hens would not lay eggs, that the locomotive would cause miscarriages in women and that its smoke would turn each day into a dark night. Those early examples of online harms—that is, on-railway-line harms—did not come to pass, but that is no excuse for the current Government’s failure to legislate for the harms of today’s transformative communications technology, the internet. The industrial revolution generated other harms, of course: exploitation, unsafe working conditions, child labour and poverty. In response, the labour movement, of which I am a proud member, grew to protect and promote the interests of ordinary working people.
In the north-east, we are immensely proud of our industrial heritage. Our region is not only the birthplace of the locomotive; our mines, mills and plants fostered many of the riches that flowed from the first—carbon-based—industrial revolution. As a nation, we take pride in the people who lived in our castles, but our history should also tell the story of working people: the mines where they toiled and the railways and bridges that they built. According to research from Historic England, 93% of people agree that local heritage raises their quality of life. Living close to historic buildings and places is associated with higher levels of self-reported health, higher levels of happiness and higher life satisfaction. There are museums in the north-east that celebrate our industrial heritage, not least the Discovery Museum, which is in my constituency and showcases world firsts such as Parsons’ Turbinia and Joseph Swan’s light bulb. I pay tribute to Arts Council England’s museum development programme for the north-east, which provides grants to help museums to remain a key part of all communities in the region.
How was the bicentenary of Robert Stephenson’s works celebrated? In my constituency, the Common Room, which is the home of the North of England Institute of Mining and Mechanical Engineers, held an exhibition to celebrate the life and achievements of Robert Stephenson. The Robert Stephenson Trust’s celebrations included a train-naming ceremony at Darlington. Newcastle City Council planned to celebrate with the launch of the Pattern Shop in what was the Stephenson works’ engine room, but the collapse of Tolent, the building company, put paid to that. What did the Government do? Will the Minister confirm that the amazing anniversary passed unnoticed by the Government? Were they perhaps distracted by the multiple changes of Prime Minister and Chancellor over the past 12 months?
I recently tabled parliamentary questions about preserving and celebrating our industrial heritage and received, rather surprisingly, quite a useful answer from the Minister for Media, Tourism and Creative Industries, but it focused very much on the preservation, not the celebration. It gave as an example of an asset worthy of preservation that listed marvel of engineering, Newcastle’s 19th-century swing bridge—the bridge that cannot swing anymore. Unfortunately, in response to previous written questions from me, Ministers have failed to take responsibility for preserving the swing bridge, saying that they expect to have ongoing discussions—whatever that means. Will this Minister say what role the Government have in the preservation and celebration of our industrial heritage and why Newcastle’s swing bridge and the Robert Stephenson works apparently do not qualify?
As I have said, celebrating our industrial heritage gives communities pride. That pride helps to inspire our young people into the industries of today and tomorrow—and under a Labour Government there will be industries of today and tomorrow. With our industrial strategy and green prosperity plan, we will reindustrialise the north-east with clean tech and green jobs, with wealth flowing directly back into the communities that those industries serve and cutting energy bills. This is about owning the future, setting missions to guide industry and facing up to the challenges that would otherwise overwhelm us.
Climate change is one of the greatest scientific and engineering problems that the world has ever known. We have built a world of technology based on fossil fuels—the Robert Stephenson works are an example of that—and now we need to re-engineer it and do that fast, or we will endanger the very civilisation that our technology created. Labour will more than double our onshore wind capacity, triple—
Caroline Nokes (in the Chair)
Order. May I remind the hon. Lady that she needs to stick quite tightly to the matter of Government support for the 200th anniversary of Robert Stephenson and Company?
Chi Onwurah
I appreciate that, Ms Nokes. The reason why we need Government support for the Robert Stephenson celebrations is just what I am coming to.
Celebrating northern pioneers should be an opportunity to inspire younger generations, tackle the skills gap and diversify our STEM—science, technology, engineering and maths—sector. Our country has a 175,000-person skills shortage in STEM, and the sector experiences a chronic lack of diversity at the same time. The Royal Academy of Engineering recognises that and is studying the important role of industrial heritage in education, economy and place. Historic England has found that participation in heritage programmes enables young people in industrial heartlands to claim ownership of their local areas and contribute towards their revitalisation. The celebration of the works site is, then, a key part of ensuring that we have the skills for the next industrial revolution. I would like to recognise the work of the ERA Foundation and, in particular, its director Tom Gordon in supporting this debate.
Will the Minister outline the Government’s plans for celebrating and commemorating the bicentenary year of the Robert Stephenson and Company works site? Will he outline what the Government have done to recognise and celebrate the north-east’s industrial heritage and the national industrial heritage? The Minister may mention the Great Exhibition of the North in 2018. It was a great exhibition and it was of the north, but can he set out what its industrial heritage legacy was and where we can find it? Can he demonstrate that he not only understands the significance of the legacy of the Stephenson works but will take steps to honour and preserve their heritage?
I note that the Department for Transport is answering this debate, rather than the Department for Culture, Media and Sport, but will the Minister outline whether his Department has any plans to harness the great advantage of Newcastle’s industrial past and pioneers, such as George and Robert Stephenson, to inspire the next generation of north-east innovators, who are so needed to build on our strengths in so many of the areas relevant to the industries of the future, such as carbon capture and storage and green hydrogen?
Caroline Nokes (in the Chair)
Order. May I remind the hon. Member that I really do not want her to start straying into her own shadow portfolio, which would cause quite a lot of consternation in the Chair?
Chi Onwurah
I am just concluding.
Speaking as the Member for Newcastle upon Tyne Central, I know that the United Kingdom has huge industrial potential and an amazing industrial heritage. I want a Government who recognise the achievements of the past and put them in the service of the challenges of the future. Celebrating the Robert Stephenson works is one way of doing that; I would like to understand what the Government’s way of doing that is.
Huw Merriman
We are focused on the 200th year of the delivery of the railway. It is one of those matters where we get the title of the debate, think it through and think, “This is our opportunity to talk about what we are doing to mark 200 years of the railway.” Like me, the hon. Member referenced Locomotion No. 1, and that is the point I am addressing. Perhaps she could bear with me as I go through my speech, and if there are matters that she feels we have not addressed, we will of course respond to her accordingly.
I want to talk about what is going on in the north-east. Darlington was successful in a levelling-up bid in the most recent Budget, which included funding to upgrade the Darlington heritage centre. In 2019, the Department for Digital, Culture, Media and Sport invested £18.6 million in the National Railway Museum’s “Vision 2025” project through the cultural investment fund, which included a transformation of the National Railway Museum in York and the Locomotion museum in County Durham in good time for the celebrations.
With Government funding, Historic England established the Stockton and Darlington railway heritage action zone to rejuvenate and restore the 26-mile stretch of historical railway and realise its potential to become a major visitor destination in the build-up to the bicentenary. Likewise, the National Lottery Heritage Fund, an arm’s length body of DCMS, has awarded more than £3.2 million of funding to support a five-year project to develop the Darlington rail heritage quarter, which is delivering a programme of engagement activity. There are fantastic opportunities for MPs to get involved in bicentenary celebrations and capitalise on cultural events throughout the country. DCMS has offered to share contacts with interested MPs so they can find out more about what they can do in their constituencies.
With your approval, Ms Nokes, may I talk generally about the railway and the 200 years over which it has delivered?
Caroline Nokes (in the Chair)
I will accept 200 years of railways, but not wind farms.
Huw Merriman
Okay, Ms Nokes—we will do just that. Of course, I will be stopped if you feel I am going off track, as it were.
The focus of Railway 200 is growth and renewal. The growth of the railways can be described by projects—completed or under way—that help us to celebrate the past that the hon. Member spoke about so well. Last year, the Elizabeth line, a new railway linking east and west in the south-east, opened, and it could account for one rail journey six.
We are investing even more money to link east and west in the north. The trans-Pennine route upgrade will see the electrification of the line that links Manchester, Huddersfield, Leeds and York, which will transform the line and bring more frequent, reliable, faster and greener trains from rebuilt stations with longer platforms. Once that is completed, it will form the basis for Northern Powerhouse Rail to be delivered.
Linking north to south we have our new high-speed rail project, High Speed 2, which will reduce the journey time from Manchester to London by almost an hour and give this country a high-speed rail spine, which we have lived without for too long. All those new railway lines will help us to deliver our commitment to decarbonise rail by 2050.
As for renewal, that cannot be completed overnight, but it is well under way. In his Bradshaw address in February, my right hon. Friend the Secretary of State for Transport set out his vision for rail: a customer-focused commercially-led industry with Great British Railways as the guiding mind for the sector. We have already delivered national flexi season tickets, with more than 700,000 sold so far, and we have rolled out single-leg pricing across the London North Eastern Railway network, going up to Newcastle and delivering simpler, more flexible tickets that are better value.
Chi Onwurah
The title of the debate is “Robert Stephenson and Company: 200th Anniversary”, and we should be considering the merits of celebrating that anniversary. I am sorry if the Department did not realise that the anniversary is this year and that the debate should be about the company. Perhaps the Minister needs to spend more time in the north-east to get that established.
I am happy for the Minister to write to me to answer the question of what has been done to celebrate the anniversary of Robert Stephenson and Company. There are six months of the year left, and something could be done in that time. The merit of the anniversary is that it should be used to inspire our young people to take up careers in industry.
Caroline Nokes (in the Chair)
May I interject? I allowed the hon. Member for Newcastle upon Tyne Central (Chi Onwurah), who is in charge of the debate, quite a lot of leeway, considering the title of the debate, and I have also allowed the Minister quite a lot of leeway. However, perhaps the Minister would like to focus tightly on Newcastle, and indeed the 200th anniversary of Robert Stephenson and Company. I have had enough of straying off the subject, from both Members.
Huw Merriman
I apologise, Ms Nokes. I love debates in which we can talk about the matters at hand. We of course roam around, which is absolutely right, but I will say that if hon. Members get in touch with me to say exactly what they want from the debate, regardless of political party, we will absolutely have that debate. I remind the hon. Member for Newcastle upon Tyne Central that I have not once strayed off the subject of the railways, and I think it is fair to say that she gave us a good guided tour of industry in general. Perhaps I will just wrap up, shall I?
We look forward with great excitement to our anniversaries, particularly the industry’s 200th anniversary, which will be in 2025. This is our chance to show national pride in our railways and all they have delivered—not just for this country but around the world. I look forward also to working with the hon. Member with regard to her current celebration, about which we will write to her with more detail, and the even greater national celebrations in 2025.
Question put and agreed to.
International Women’s Day
Caroline Nokes Excerpts(2 years, 8 months ago)
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Caroline Nokes (Romsey and Southampton North) (Con)
It is an absolute pleasure to see you in the Chair, Madam Deputy Speaker. International Women’s Day is a day to celebrate and, this year, I have doggedly looked for things to celebrate, perhaps with a grim sense of determination. I will start by focusing on a few positive things, such as a young boy who, in his school assembly on Monday, said to me, “Tomorrow’s International Women’s Day. What are you doing to celebrate?”. That is how far we have come—even 12-year-old boys wish to celebrate alongside us. I thank Hugo for asking me what I was going to do. I told him that I would speak in today’s debate and celebrate international women.
I want to celebrate female entrepreneurship in this country. This morning I have been at No. 11 Downing Street to hear the brilliant women of the British Beauty Council talking about their new project to launch jobs in STEM—science, technology, engineering and maths—and beauty, focusing on the fact that science and beauty go hand in hand. We have to make sure that brilliant women in this country study science subjects and go on to fabulous careers in scientific areas. We heard from an amazing woman, Tumi Siwoku, who spoke about her journey into the beauty industry via science-based A-levels. She was meant to study medicine and become a doctor, but her act of rebellion was to make sure that she went into beauty—and, my goodness, I love rebellious women. They are the ones who push boundaries, break down barriers and do the unexpected.
I also want to talk about the female entrepreneurs I met this week at somewhere far more traditional—Goldman Sachs. They are absolute leaders in their fields, and I want to talk specifically about a very young woman, Thuria Wenbar. She is the chief executive officer of e-Pharmacy, and she talked about her excitement at launching menopause products over the counter. She is still in her 20s, but she was talking about the menopause, and that shows how far we have come. It also pays tribute to the work of my hon. Friend—and she is my hon. Friend—the Member for Swansea East (Carolyn Harris), who has done so much to break down the taboo and stigma around the menopause. Thuria spoke absolutely unashamedly of her determination to create prosperity and jobs for other women. She spoke about bias—her personal bias—in employing more women in her organisation, and that is one bias we do not wish to break.
I would like to pay tribute to the Under-Secretary of State for Health and Social Care, my hon. Friend the Member for Lewes (Maria Caulfield), who has done so much work on the menopause and women’s health. We can look forward in a few short weeks to the female health strategy coming forward, and I would like to say that, in her role as the Minister for patient safety and primary care, she has been a breath of fresh air. Staying on that theme, I also look forward to the Secretary of State for Digital, Culture, Media and Sport making a real difference with her forthcoming online safety legislation. That could be a real game changer for young women, and indeed men, for whom the online harms they currently face every single day can spill over into real life. I have no doubt about her mission and determination to bring forward a fiercely effective piece of law.
There are other colleagues I want to celebrate. My hon. Friend the Member for Sevenoaks (Laura Trott), who is here, has done so much brilliant work on botox. It seemed really trivial this morning to be talking about the beauty industry, lipstick and botox, but her private Member’s legislation—the Botulinum Toxin and Cosmetic Fillers (Children) Act 2021—makes it illegal to give botox to under-18s. We need to be protecting young women from the dangers of injectables and cosmetic procedures that can go horribly wrong and alter their looks forever, and we need to be protecting young women from that “Love Island” identical face, which actually looks pretty awful. I would also like to celebrate the brilliant female scientists who made vaccines for covid possible.
But, actually, today I do not want to celebrate at all; I want to talk about International Women’s Day and the women we have seen in war who have been impacted by the Putin invasion of Ukraine. There are those killed by the war, those reporting on the war whether as a journalist or a citizen journalist via social media, and the doctors in the hospitals tending to the sick and the wounded, including the maternity hospitals that we have seen bombed.
I want to talk about one specific woman, Yaroslava Antipina. I do not know her—I had never heard of her before the war started—but she is keeping a daily diary of her life in war, and I know from what she has written that she wants to have her life back. She wants to be able to drink coffee in peace with the people she has met on Twitter. She has fled her home, and I wonder what it would feel like for all of us if we had been forced out of our homes and made to live again with our mothers in a different part of the country. She has taught me that, in Ukraine, International Women’s Day is a holiday—there is a great idea, and perhaps we could introduce that here—but it is not a holiday from war. She wears a sweatshirt that says “Superwoman”, and she genuinely is one.
Yaroslava wants to be able to buy jeans, but she does not know whether the shops will be open, or whether the small shop she has gone to today will be open between 12 noon and 3 pm, so she has launched “operation jeans”, because she just wants to have a spare pair of trousers to wear. She has established her regular no make-up war look, and she posts photographs of it. I want to imagine what that would be like for each and every one of us coming into this Chamber with no make-up. That is why I referenced cosmetic procedures and the British Beauty Council, because we take all that for granted, and if we were her, we might have to accept that, for the conceivable future, everything will look different and our faces will look different.
Yaroslava talks of “this” life and “that” life. This life is the present, her reality; and that life was what she had before—freedom, and her coffee with friends, her jeans, her lipstick and her life in Kyiv. While we celebrate International Women’s Day here, we have to recognise that, just as Yaroslava has a “this” and a “that” life, there is a life here and a life there: here there are no bombs, there are jeans in the shops and we can drink coffee whenever we want; and there they have none of those things. There are little girls in bomb shelters singing the song from “Frozen”, female doctors dodging bombs to treat the sick, female MPs staying defiantly in Kyiv—their capital—and a former Miss Ukraine brandishing her assault weapon in army uniform. There are women on the borders of Ukraine with their children, having left their husbands, their fathers and theirs son behind to fight. So on International Women’s Day this year, I cannot celebrate, but I have to have hope that, as the women of influence in this country, we can make sure that we do better.
Dame Diana Johnson
I absolutely agree with the right hon. Lady. Let me clear, so we are all aware in the Chamber, that telemedicine for early medical abortion services has enabled thousands of women to access care at home via both pills being posted to them following a telephone consultation with a qualified nurse or midwife. The evidence from the medical community is absolutely crystal clear. A study of more than 50,000 abortions before and after the change in England and Wales, published by the British Journal of Obstetrics and Gynaecology in February 2021, concluded that telemedical abortion provision is
“effective, safe, acceptable, and improves access to care”.
Evidence also shows that telemedicine means women can access an abortion much earlier in their pregnancy, with 40% of abortions provided at less than six weeks.
As well as the consensus in the medical community, women—including the influential Mumsnet—also support the continuation of telemedicine for abortion services. An independent poll of more than 1,100 women throughout the UK, commissioned by the Faculty of Sexual and Reproductive Healthcare, shows that a clear majority want telemedicine for early medical abortion to remain.
As the right hon. Member for Dwyfor Meirionnydd (Liz Saville Roberts) said, the Welsh Government have announced that they will make the pathway permanently available in Wales. I therefore struggle to see how the decision to end this service in August is in line with the Government’s commitment to put women at the centre of their own healthcare, as set out in the vision for the women’s health strategy. It is simply based on the Health Minister’s own prejudice. It is deeply disappointing and it flies in the face of all the other measures that have been taken within the NHS around virtual appointments and to use digital technology.
Caroline Nokes
I thank the right hon. Lady for her comments on this matter; she is making a really powerful point. Does she feel, as I do, that this is sending a message that the Government do not trust women to make their own decisions about their own reproductive health?
Dame Diana Johnson
The Chair of the Women and Equalities Committee puts that very well. That is exactly the message that is being sent out. I notice that time is going by, so I will conclude.
I, alongside many parliamentary colleagues across the House and in the other place, medical bodies and women’s groups, such as the British Medical Association, the Royal College of General Practitioners and Women’s Aid, are calling on the Government now to explain exactly how they will review this decision, as they have promised to do. Where access to reproductive healthcare is limited, there is a ripple effect on the health and social wellbeing of women and girls. We must continue to stand up for the rights of women to have full control over our own health and our own bodies. We still, apparently, have some way to go to achieve that.
Bus Service Improvement Plans: North-west England
Caroline Nokes Excerpts(2 years, 8 months ago)
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Justin Madders
Yes, I agree. At the heart of this, clearly, is a bus service that has been under-resourced for many years. There are two problems: lack of support for operators and lack of strategy, so we keep facing chopping and changing decisions based on commercial considerations that do not necessarily serve the communities. The example of the bus service I have just mentioned means that someone who wants to get to the hospital, even though if it is only a mile from their home, must now take two buses. It is too far for them to walk.
What was also clear from the process was that the consultations were not adequate. Numerous comments were lodged by constituents, but they seemed to make no difference to the results. As I set out, the 22 bus service was not even mentioned as under threat during the consultation. It is hard for people to argue to retain a service when they are not aware that it is threatened. Greater transparency is needed from service providers when they enter such consultations.
The last local change to mention was that, last year, the route of the No. 5, which is an hourly service between Mold and Ellesmere Port calling at Cheshire Oaks—a major employer in the area—was altered, leaving the Stanney Grange estate with reduced access. One constituent who contacted me was distressed about the impact that that would have on her learning-disabled son, who relied on the bus service to get out and about. When we made inquiries, we were advised that Stagecoach had served notice and it intended to reprocure the route and consider costs. Arriva received the contract on a temporary basis and, when there was a further reprocurement, it got an alternative timetable as part of the bid. Some of the routes were retained, but many roads previously served no longer are. Unfortunately, again, constituents lose out.
Those are examples of not only a lack of resources, but a lack of joined-up thinking and strategy on what bus services are for. They are for serving our communities and, clearly, this constant chopping and changing, reducing routes and leaving areas out altogether does not benefit our constituents at all. As my hon. Friend the Member for Warrington North said, 10 years of cuts have left bus coverage at its lowest level in decades. Since 2010, more than 3,000 bus routes and more than 350,000 passenger journeys have been lost, leaving people cut off from friends, family, work and education opportunities, and other public services.
It seems to me that the Prime Minister has no intention of keeping his promise of
“great bus services to everyone, everywhere”,
because, as my hon. Friend said, hidden away in the levelling-up plan is a massive cut to bus funding of £1.8 billion. Figures show that the cost of funding bids submitted by 53 out of 79 local authorities totals more than £7 billion, so it is clear that many areas will miss out. With this Government’s record of picking and choosing winners and losers, I have little confidence that my constituency will benefit from that funding at all.
I am sick of my area missing out on funding for improvements to the community, bus services and other local infrastructure. If we have ambition for the country, it should be for the whole country. We need real ambition; we do not need any more empty promises. We want a real say in the way services are run. We do not want to keep putting in bids for pots of money and then being left at the whim of commercial operators. We want control of our bus services and we want resources to be able to deliver them properly for the benefit of our communities.
Labour leaders in power in cities and towns across the country have the ambition to reverse the decline we have seen over the last decade. We want a London-style system that is run in the public interest, to make buses quicker, cheaper and more reliable for our communities. When I was first elected to this place, I was amazed that I could stand at my local bus stop and wait only a matter of minutes for a bus to turn up, and that I was paying £1.60. I could not get anywhere on a bus in Ellesmere Port for £1.60, never mind across half the city, which is what we can do here in London. It is chalk and cheese. The whole country should have that level of service. It is an ambition that is right for our country, and it is what I want for my community. It is what we deserve, because bus services are a vital part of our community.
How can we level up if we cannot get anywhere on a bus after 6 o’clock at night? How can we level up if bus services are removed at a moment’s notice by operators, without any regard to the effect that will have on the communities they are supposed to serve? How can we level up if we have no power or resources to direct where and when buses go? Let us get on with some delivery. Let us take back control of our buses and serve our communities the way that we want them to be served.
Caroline Nokes (in the Chair)
I remind Members that if they wish to contribute, they are meant to bob up and down. I call Margaret Greenwood.
Trudy Harrison
I will return to my main points and hopefully address the hon. Gentleman’s queries. As has been said, the national bus strategy will be critical; we believe it is the biggest shake-up in a generation. We are absolutely committed to delivering the transformational changes that have been called for this morning, which passengers throughout the country deserve. Our strategy explains how we will make buses more frequent and reliable, easier to understand and use, better co-ordinated and cheaper. It sets out how we want to see fares, including low flat fares, maximum fares and daily price caps, become the norm in cities and towns.
English local transport authorities outside London have developed bus service improvement plans, setting out local visions for the step change in services that is needed, driven by what passengers and would-be passengers want. The central aim of our bus strategy is to get more people travelling by bus, and we will achieve that only if we make buses a practical and attractive alternative to the car for more people. Strong local plans, delivered through enhanced partnerships between authorities and bus operators or franchising arrangements, are crucial to achieving that. We have been clear that enhanced partnerships or franchising arrangements must deliver more comprehensive services, including those that are socially or economically necessary to drive forward the Government’s levelling-up agenda.
Authorities will submit draft versions of their enhanced partnership plans and schemes to the DFT by the end of April this year. Liverpool city region announced its decision to adopt franchising for local bus services on 4 March. On 2 February the Secretary of State for Levelling Up, Housing and Communities and Minister for Intergovernmental Relations, my right hon. Friend the Member for Surrey Heath (Michael Gove), unveiled the Government’s levelling-up White Paper, which sets out a plan to transform the UK by spreading opportunity and prosperity to all parts of our country. Local public transport connectivity across the country will be significantly closer to the standards of London, with improved services, simpler fares and integrated ticketing. The Government will fund ambitious plans for bus improvements in areas where that can make the most impact, including the mayoral city regions, Stoke-on-Trent, Derbyshire and Warrington.
We must address the long-term decline in bus patronage; the bus industry cannot do so on its own. We need to develop a much closer collaborative working relationship with the industry; we recognise that this relationship has improved through the pandemic, and it must continue to deepen. The Government have made it clear through the national bus strategy that close partnership working, via enhanced partnerships, will be a condition of Government funding for buses.
We believe that only through such collaboration can the right combination of LTA action—for example, through more bus priority and operator action by improving services on the ground—and targeted Government funding increase overall bus patronage. Of course bus operators should do their part, by making long-term investments in buses and services to ensure that buses are an attractive alternative mode of transport to the car. It is vital that we go further and faster to decarbonise all vehicles, including buses, because they have an essential role to play in transport achieving net zero and driving our green transformation. A double-decker bus can take 75 cars off the road, helping to reduce the impact of transport on the environment. However, we know that we will achieve that only if we can demonstrate to more people that buses are a practical and attractive alternative to the car.
So we remain committed to supporting the introduction of 4,000 zero-emission buses and achieving an all zero-emission bus fleet. I will just repeat how pleased I am that Warrington has taken the lead in transitioning its entire fleet—all 120 buses—to battery-electric vehicles, because such action will support our climate ambitions, improve transport for local communities and support high-quality green jobs. In the spending review 2021, the Government announced £355 million of new funding for zero-emission buses and we are providing £525 million of funding for zero-emission buses in this Parliament.
It is also important to talk about the infrastructure that will be introduced at a brand-new bus depot in Warrington, which is part of the Warrington town deal. Over the past two decades, the bus and coach industry has made tremendous efforts to bring fleets into line with the Public Services Vehicles Accessibility Regulations, revolutionising access to public transport for millions of disabled people.
Significant progress has been made already, with over 99% of buses on local routes meeting the minimum legal accessibility standards and almost every bus operator requiring its drivers to complete disability awareness training. However, just as the nature of transport provision changes, so do the needs of our passengers, which is why, in the national bus strategy published in March 2021, we committed to review the ongoing efficiency of the accessibility regulations by the end of 2023. We have committed to require the provision of audible and visual information on board local services throughout Great Britain, and to consult on regulatory changes to improve access to wheelchair spaces.
The bus strategy also seeks to improve the convenience, integration and value for money of bus ticketing, through the introduction of multi-operator contactless capped fares within each LTA area. Work is under way to ensure that technology is in place to support that aspiration. Locally set fare caps should ensure that passengers making multiple journeys on a pay-as-you-go basis are charged no more than the price of a daily ticket, with little or no premium levied for using more than one operator, effectively converting a bank card and mobile phone into a virtual travelcard.
All enhanced partnerships will be encouraged to consider the development of a multi-operator ticketing scheme, to help make multi-leg journeys feel more joined-up. In turn, these partnerships will help to support the use of public transport to out-of-town employment, education and healthcare sites, among other journey purposes.
We want to improve passengers’ access to accurate journey planning information, including timetables, fares and location data, so that passengers can plan their journeys, find the best value tickets and receive real-time updates on the services they use. The bus open data service is a new digital service provided by the Department for Transport that is transforming the delivery of bus passenger information across England. Using open data and intelligent services, the aim of the service is to enable passengers to plan their journeys easily, find best-value tickets and receive real-time service updates at the touch of a button.
Perhaps now is also a good time to reflect on the work that our safety champions have been doing. Yesterday, which was International Women’s Day, I travelled to Birmingham to meet Laura Shoaf and Anne Shaw, in order to discuss the 13 recommendations that we very much hope will protect the most vulnerable people on our transport network. They are specifically aimed at improving the safety of women and girls across the transport system, but they are particularly relevant to the public transport system. They include, for instance, ensuring that we can design out crime, the natural surveillance that comes from a well-designed—
Caroline Nokes (in the Chair)
Order. May I remind the Minister that she does not need to fill up all the time, and that she should try to stick to buses in the north-west?
Trudy Harrison
I appreciate that word of advice, Ms Nokes. My point was that as part of our digital transformation, we will be using data to advise passengers on when their buses are coming, so that there is absolutely no need to linger at the bus stop or the train station. That is an important point, because we are moving to an on-demand and more convenient transport system. Open data will transform how we travel by providing an on-demand service and real-time journey planners, which will empower customers to make the best choices for their travel needs. Regulations will mandate that bus operators must release information to help passengers make better informed and cost-effective travel choices.
The bus strategy recognises the need to address long-term skills deficits and staff shortages in local transport authorities and the bus industry. Some £25 million has been allocated to a range of measures to support an increase in staff capacity and capability; that includes additional funding for LTA resource, and the development of a bus centre of excellence. The centre of excellence will help LTAs and operators to work in partnership more effectively, achieve more with Government funding, and find mechanisms to increase demand and reduce inefficiencies in bus service delivery.
In summary, I hope all this demonstrates that the Government are committed to improving bus services. The Government are clear that ensuring that better bus services are delivered across England will be one of our major acts of levelling up. As we recover from the pandemic, good bus services will be vital in ensuring that communities are connected to family, employment, educational opportunities and much, much more. I thank the hon. Member for Warrington North for the opportunity to speak so positively about buses.
Caroline Nokes (in the Chair)
I call Charlotte Nichols, who has two minutes to wind up.