Greater London Low Emission Zone Charging (Amendment) Bill

Dean Russell Excerpts

Friday 22nd March 2024 Commons Chamber

[Gareth Johnson]

I am grateful for that intervention, because it gives me an opportunity to smash the myth that the expansion of the ULEZ scheme has anything whatsoever to do with air pollution. If it was about air pollution, the Mayor of London would ban motor vehicles from going into London, but he does not want to ban them; he wants to make money out of them. If those motorists give the Mayor £12.50, they can drive all day long in London. He does not give a damn. Take my constituency in Dartford, for example: many people who previously used the Blackwall tunnel with ULEZ non-compliant vehicles are now having to use the Dartford crossing to get across the Thames. It is adding to pollution in areas such as Dartford, not removing it.

[Dean Russell (Watford) (Con)]

Does my hon. Friend remember the letter I wrote in 2021, which was signed by many Members present today, including himself? Sadiq Khan, the Mayor of London, wanted to put a charge—a border tax, as I called it—on people driving into London, which had nothing to do with the environment at that time. He failed to do so after pressure was put on; a little bit later—shock horror—he puts the same thing out but with an environmental tinge to it. It is greenwashing, and it is making people in places such as Watford who work so hard pay extra just to go to work.

[Gareth Johnson]

My hon. Friend is absolutely right, and I pay tribute to the work he has done on this issue for some time. The approach to the border tax, as he called it, highlights the fact that the Mayor of London was hellbent on bringing in a system whereby he could make money out of cars. Originally, he wanted to make money out of every car; when he was stopped from doing that, he decided to make money out of certain cars only. That was his plan B.

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[Mr Louie French (Old Bexley and Sidcup) (Con)]

I will not speak for long, because I do not want to delay passage of this important Bill, which I have been happy to support my hon. Friend the Member for Dartford (Gareth Johnson) in bringing to this place.

Today we will see whose side Labour is really on: the Labour Mayor of London, who has introduced this regressive and greenwashed tax on outer London, or the hard-working people in Greater London who are struggling to pay Labour’s tax of £12.50 per day, or £4,500 per year, for going to work, medical appointments or the supermarket. This week, the Leader of the Opposition has finally got off his fence and disgracefully backed the Labour Mayor of London over the interests of hard-working Londoners. Today we have heard that the hon. Members for Eltham (Clive Efford), for Brentford and Isleworth (Ruth Cadbury) and for Walthamstow (Stella Creasy) also back the Labour Mayor of London over their constituents—but the Conservatives will continue to back drivers in Greater London and the home counties, and I am pleased that the Government support the Bill.

[Dean Russell]

Does my hon. Friend agree that this is less about clean air and more about taking my constituents in Watford and those elsewhere to the cleaners? The scheme taxes hard-working people who just want to get to work. When we say “hard-working people”, that includes those who work in hospitals and who want to work elsewhere in London to contribute to the local economy, including the night-time economy.

Bands that want to go and do gigs in London are now being priced out of being able to do so, and those who want to go and see them are being priced out too. It is absolutely wrong and needs to be stopped. Those who do not want to back the Bill really need to look in the mirror and consider why they are not helping hard-working people.

[Mr French]

I thank my hon. Friend, who is a real champion of his constituents. As he has just pointed out, people who come into London at night face the double charge of £12.50 to come in and then go out. That equally applies to the night-time industry. We have heard a lot about the scrappage scheme, but according to the ULEZ data from TfL, only one in three van drivers who have applied for support has received any. I completely agree with my hon. Friend and my hon. Friend the Member for Dartford that this tax on hard-working people is hurting people in the likes of Bexley, which is inside the zone, and those just outside.

With the Mayor of London taking millions of pounds each month from the pockets of drivers via fines and charges, while at the same time refusing to publish any meaningful evidence that proves that the ULEZ in outer London actually improves air quality, the public out there do not need me to tell them how much of a greenwashed con the ULEZ expansion really is.

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[Dean Russell (Watford) (Con)]

I am disappointed that the Opposition are using all the available time, to try to talk the Bill out, but I am not going to play that game. I will keep my speech short. I back the Bill on behalf of all the hard-working people of Watford who have to go into London to do their jobs: those who work at the hospital, and all the entertainers and musicians.

Buses: Funding

Dean Russell Excerpts

Wednesday 17th May 2023 Commons Chamber

[Mr Holden]

The hon. Gentleman asks about franchising. As I have said, I am not ideological about that, unlike the hon. Member for Sheffield, Heeley (Louise Haigh). My hon. Friend the Member for Truro and Falmouth (Cherilyn Mackrory) mentioned her fantastic bus network in Cornwall, which is run by an enhanced partnership. I understand that it is quite difficult for the Labour party not to be ideological about these things. What I would say is this: do what works for your area, just like we are doing in the north-east of England, where we are working with local operators to deliver for local people.

[Dean Russell (Watford) (Con)]

I welcome this extensive set of measures to improve buses across the country, and I thank my hon. Friend for visiting Watford recently to talk about the challenges in my area. Does he agree with my recent ten-minute rule Bill on ensuring that bus users everywhere are consulted when timetable changes are planned so that they have their voices heard? Even if we do not legislate on that, will he encourage all operators to follow that process?

[Mr Holden]

I thank my hon. Friend for that question. I was delighted to visit Watford with him recently. I reassure him that on top of the £29.7 million that is going to Hertfordshire more broadly, there will be another £1.5 million of funding for the council following today’s announcement and, on top of that, the bus operators will be getting money to support local services. I encourage them to use the enhanced partnership money as an opportunity to work even more closely with local authorities to ensure that bus service users get to know first about any proposed changes.

Bus Routes: Local Consultation

Dean Russell Excerpts

Tuesday 20th December 2022 Commons Chamber

[Dean Russell (Watford) (Con)]

I rise today for the final Adjournment debate of the year. The topic I am discussing is buses, specifically cancellations and timetables. I am very conscious that I am keeping everyone late, just like some buses for my constituents. More specifically, recent changes to timetables in Watford have caused serious issues for my constituents in their daily lives, whether they are trying to get to work, hospital appointments, GP appointments, or visiting friends and family. My request for a debate follows engagement and correspondence with my local community, including two bus community meetings with constituents. They were held with Arriva, the prominent bus service provider I will be talking about today, but there are other providers and the issues are not limited to Arriva.

[Dr Lisa Cameron (East Kilbride, Strathaven and Lesmahagow) (SNP)]

I thank the hon. Gentleman for securing this extremely important and timely debate. Does he agree that bus services are perhaps even more vital in rural areas? I think about my own constituency and Lesmahagow, which has an extremely poor service. One of the new estates in East Kilbride does not have a regular service at all. Surely it is incumbent on us all to work together, across party and across Governments, to ensure that people have vital services, particularly the most vulnerable?

[Dean Russell]

I thank the hon. Lady for her comments. That is absolutely true in rural areas, but also in urban areas. Bus services provide a really important role for our communities. That role is not political. We do not catch a blue bus or a red bus or a yellow bus—we catch a bus. The reality is that we must all work together. We must find ways to ensure we serve our community in the best way we can.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Member on securing the debate. I did text him before he came in to ask if it would be okay to make an intervention. When I saw the title of the debate I immediately thought of my constituency of Strangford, which is similar to his constituency of Watford. Speaking as an active representative of the rural constituency of Strangford, I have attempted to fight many battles for those who are the victims of reduced services, often without prior warning. They are often cancelled without any consultation. Does he not agree that the duty of care to isolated communities should demand at least some consultation and that if bus companies are not prepared to do that voluntarily, then this place must be the place to take action legally?

[Dean Russell]

I thank the hon. Member for his comments. To be fair, he did not need to text me. I was hoping he would join the Adjournment debate—it would be very odd if he did not. I appreciate his comments and agree wholeheartedly. Surely the point of a timetable is to ensure that people know what time buses are coming. If that timetable changes, the people who use the bus should be consulted and asked about how it will impact them, not just seen as numbers on a spreadsheet. Having spoken to local residents, I was surprised to learn that there is not a Government or local government edict that bus users must be consulted before a change to the timetable, which would seem an obvious thing to do, so I wholeheartedly agree with his comments.

I have been actively engaging, talking and corresponding with organisations, whether Arriva or local government, so none of them will be surprised about the concerns I raise today in the Chamber. This is a constructive opportunity to say that I will not give up on raising these issues, but will work with them to ensure they are resolved in the best way possible for my constituents.

[Andy Carter (Warrington South) (Con)]

I am delighted that my hon. Friend has secured this debate today. Warrington has recently seen about £42 million investment in its bus services. When I post on social media and talk about these issues, the overwhelming response is that it is all very well investing in the future, but if buses are cancelled and do not run that causes significant problems. Does he agree that there is a fundamental need to ensure local consultation is in place? People make decisions on where they buy their houses based on bus routes and timings for getting into work. If that all falls down, people’s lives are significantly impacted by decisions taken in a bus company office somewhere. Is consultation not fundamental when things change?

[Dean Russell]

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

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

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

[Bob Stewart (Beckenham) (Con)]

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

[Dean Russell]

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

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

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

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

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

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

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

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

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

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

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



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

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

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

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

[Dr Cameron]

This reminds me of a point that was raised with me just the other week by representatives of East Kilbride Visually Impaired Bowling Club, which relies on communications on buses as well as indications of when buses will arrive. They described the progress being made on “talking buses”, enabling visually impaired people to know which stop to get off at and where they are in their journey. Does the hon. Gentleman, who is making a fantastic point about communications, agree that progress on these vital issues is extremely important to inclusion in public transport?

[Dean Russell]

Absolutely, and it is important for accessibility as well. People with disabilities have spoken to me about their own concerns. All the buses are accessible, but if a bus does not turn up or stops in a place that is not itself accessible, the problems are exacerbated.

I am conscious of the time and I want to hear the Minister’s response, so I will try to speed up and make sure that we arrive at our destination—the end of the Adjournment debate—before Christmas. I know that the Government are investing a lot in transport, and I am not trying to be political or to do nothing but criticise.

Hertfordshire County Council has been given £29.7 million for the bus service improvement plan as part of the £3 billion bus back better strategy, which is great news. The allocation of funding has been broken up for the next three years across five towns including Watford, and I am very grateful for that. Half of it is capital to invest in the buses themselves, and the other half is revenue to invest in ticketing. I understand that funding can also be used for new services or to enhance current successful services, but I think we should look at the less successful services, and ask why they are less successful and whether we need to support them further. I realise that funding cannot be used to subsidise services that are non-commercially viable or withdrawn, but, again, if we know the reasons why they are not working, perhaps we can find ways to support them.

We have had some other recent successes. The W19 bus route, which is mostly run commercially by Red Rose Buses, was set to be withdrawn on 26 December. but that was opposed by Carpenders Park’s Conservative county councillors Reena Ranger and Chris Alley and district councillors Rue Grewal, Shanti Mara and David Coltman, working with me. After listening to the views of residents, they submitted some great evidence to Hertfordshire County Council, asking it to save the W19 bus. I am pleased to say that they agreed to increase the funding fivefold to save the W19. The revised timetable is to be registered imminently and the details will appear as soon as possible on the Intalink website. For any residents who might be listening, the service will be renumbered as the 346 and 346A to denote the clockwise and anti-clockwise routings. The key point is that when we have engagement, we can have successes, and it is important that people are listened to.

I will start to round up, as I am conscious of giving the Minister time to respond. When organisations change timetables, it has a major impact on bus users. What might be low user numbers on a spreadsheet could mean the loss of important routes for working people, hospital visits being missed, people being late, careers being impacted and people not being able to pick up their kids on time. There are so many impacts.

I have several asks for the Minister. Will he consider implementing a legal requirement for all companies, commercial or public, that provide a public transport service to ensure local engagement before services are changed or cancelled? Will he highlight the importance of communication and reliability of service? Overall, residents would be happy in some instances with a reduced but reliable service rather than regular cancellations and unannounced diversions. Will he consider supporting the Driver and Vehicle Standards Agency to increase the availability of testing appointments for essential services such as the bus service and ambulance drivers, to address the driver shortages, as we saw with the HGV driver shortages? I know about that because my father was an HGV driver, and it is a noble profession.

I am conscious that this is a debate for all areas, even though there can be local issues. I am grateful to the Minister staying late for this final Adjournment debate before Christmas. As I am the last Back-Bench MP to speak before Christmas, may I also take a moment to say thank you to all the staff, to all Members across the House, to the Speaker’s team, to my own team—Victoria, Abigail, Michelle and Jayne—to all the activists who work all year round to help to put us in this place, to my amazing constituents for putting me into this place and finally to my family and friends in what has been a challenging year for many. Hopefully we will have a much more successful new year.

[Mr Deputy Speaker (Mr Nigel Evans)]

I would not put money on you being the last Back Bencher to speak, because Jim and Lisa are still here.

Expansion of the Ultra Low Emission Zone

Dean Russell Excerpts

Tuesday 20th December 2022 Westminster Hall

[David Simmonds]

That is an incredibly important point, which my constituents have made to me. There are those who may have a blue badge because they have a serious health condition that requires them to attend regular medical treatment, but who are not registered disabled or covered by the exemptions that the scheme envisages.

[Dean Russell (Watford) (Con)]

I will mention this in my speech, so I hope you will forgive the duplication, Mr Hosie, but I was contacted by a charity that transports emergency blood, breast milk for premature babies, and urgent medical samples. It contacted the Mayor of London about whether it would be able to get an exemption, or even a discount, and it was told no. Does my hon. Friend agree that that seems morally wrong?

[David Simmonds]

That is characteristic of the Mayor’s response to the representations he has received: he simply does not want to take them into account.

Some constituents may be temporarily resident in my constituency—for example, because they are awaiting heart and lung transplants at Harefield Hospital. They are required to attend the hospital at short notice when a donor’s heart and lungs, or one or the other of those things, becomes available. That also has a significant impact. Again, the Mayor of London seems to have very little interest in that.

Those of us who have been interested in air quality for a long time recognise that, particularly in outer west London, the big source of pollution is Heathrow airport. This measure does nothing whatever to address the single biggest source of air pollution. It is very much a case of a Mayor pursuing the thing that makes money for the mayoral budget, rather than the thing that would actually improve air quality. There are no measures to improve local authority powers to tackle engine idling. There is nothing that addresses the impact of pollution coming from the M25 or from Heathrow airport, which are the things causing the significant air pollution that affects my constituents.

As this policy makes progress, we need to recognise that local authority powers under the Environment Act 1995, through which the Mayor is seeking to introduce this measure, should require there to be consent from local authorities. In that way, we can ensure that the people who are legally responsible—the local authorities—have a say on whether such measures will tackle the actual sources of air pollution in their area, as opposed to simply talking about them and raising money for an inner London zone 1 Mayor who clearly does not pay attention to the needs of his suburban constituents.

--- Later in debate ---

[Dean Russell (Watford) (Con)]

Unlike the buses, I will be on time. I pay tribute to my hon. Friend the Member for Dartford (Gareth Johnson) for calling this really important debate.

I hope that the Mayor has been watching the debate to hear the forensic take-down of the reasons behind the policy. It has been quite powerful hearing colleagues speak about the actual facts behind this, because it is a really important debate that will affect constituents who cannot vote for the Mayor. This is about fairness and democracy. It is unfair that situations such as this will hit my constituents in the pocket and perhaps stop them from going to work, shopping or picking up their kids from school; charging them when they have no ability to stop that happening feels utterly wrong.

I recommend that anyone who wants to know the facts behind this should watch the forensic take-down that my hon. Friend the Member for Orpington (Gareth Bacon) presented earlier. I do not think that I will be able to match the detail that he gave, but some of his key points related to the fact that even the Mayor’s consultation said that this should not go ahead. Some of the feedback from respondents that I have read includes the point that the scheme penalises workers—correct. It comes at a time of increased cost of living; that is the case, sadly, as we are living in difficult times. This is about the affordability of daily charges, and it would be to the detriment of the local economy in London and to those who want to travel near London to places such as Watford in my constituency.

One of the key elements here is voting. Liberal Democrat and Labour Greater London Authority members voted for this, and my constituents did not have a say; again, that is completely wrong. This is ultimately putting an invisible wall around London. Some of my constituents probably will not even realise that they have gone through that invisible wall, and will be charged and impacted by something that they may not have known was coming in. As was stated earlier, this is happening in a very short period of time; it is a matter of months. There is no long consultation or period of time when people can prepare for this or buy a new car. Hon. Members have made the point that it is not easy to just go out and buy a car; the people who think that that is one of the solutions are really speaking nonsense, because the people on the lowest incomes are those who will probably be hit the hardest.

There are some legacy issues in Watford. For a long time there has been an argument about a Metropolitan line extension to Watford, and I understand that it was TfL and Sadiq Khan who stopped that from happening. If he really cares about people using public transport he would have helped to put in the additional funding, which was already being organised by Hertfordshire County Council and other organisations, to ensure that the line would be extended, but that did not happen. The argument is now that we should not use our cars, and that seems utterly wrong.

As I said earlier, my constituents have commented on this issue. In my intervention, I mentioned a charity that transports emergency blood and breastmilk to premature babies, and urgent medical samples—24 hours a day, 365 days a year. Its volunteers use their own cars and time, without compensation. Many of those vehicles may not be compliant, and the charity wrote to me to share its response to the proposed ULEZ expansion. It wrote to TfL, which said that it would not discount or exempt the emergency medical transport charity, citing the importance of air quality. I am sorry, but that does not seem fair or right. I get that there might be legacy situations across the country with similar schemes, but this is a new scheme. It seems utterly wrong that TfL cannot build an exemption into a brand new scheme.

I want to talk about the new technologies coming through. I met representatives of a business in my constituency that does carbon cleaning for engines, and they showed that they can massively reduce the amount of carbon coming out of cars and reduce emissions quite extensively. I have seen nothing in the consultation and the plans for expanding the ULEZ that will allow people to use new technology and new systems, or even to start looking at ways to get exemptions so that they could keep their cars but automatically reduce the emissions.

I join Conservative colleagues in saying that this is not a political point; this is about hard-working people who just want to live their lives. Extending the ULEZ, which will affect places outside London—I am not a London MP—seems wrong. Measures need to be taken to stop it happening, but we have no way to do that. I would like the Minister to tell us whether there are ways for us to take this issue to the Government in order to say, “Can we say to the Mayor that this is wrong?”. We need a longer period of time to bring in the expanded ULEZ, but ultimately we need to try to stop it, because it is not going to deliver the supposedly clean air that will be used as the platform for this. Actually, it is just going to cost hard-working people more money at a time of difficulty.

Low Traffic Neighbourhoods: Latchford

Dean Russell Excerpts

Monday 14th November 2022 Commons Chamber

[Andy Carter (Warrington South) (Con)]

I am grateful to secure this debate to discuss the impact of low traffic neighbourhoods in Latchford. I will go on to talk about the practical and environmental impact of these initiatives, or rather the lack thereof, as I will explain in the case of Warrington South, I will focus on my constituents’ experiences of the Westy low traffic neighbourhood zone, which was imposed by Warrington Borough Council on people living and working in the Latchford area earlier this year.

Conservative councillors and I have been at odds with Labour over this issue for some time. I have had many meetings with local residents and business owners who have told me that they are angry and simply fed up with the low traffic zone that has been forced on them without proper consultation, and that the council has failed to listen to their concerns about the scheme.

To explain the background to what is happening in Latchford, I will take hon. Members back to 2019—pre-pandemic—when initial consultations took place on a low traffic neighbourhood. As part of the Central 6 Streets masterplan for Warrington, the borough council proposed to implement low traffic neighbourhood zones in Westy, an area of Latchford, and in Orford, which falls in the constituency of the hon. Member for Warrington North (Charlotte Nichols).

After late 2019, nothing happened for almost three years. Then signs began to appear out of the blue. The trial for the low traffic neighbourhoods was due to begin on 20 June 2022 and to last for 18 months. Prior to the scheme’s implementation, I had already received many pieces of correspondence from constituents who were concerned about how the LTN would affect traffic routes and congestion, especially by diverting vehicles around two primary schools and through nearby streets.

When I looked closely at the Central 6 Streets masterplan, it was obvious why many constituents were concerned by the lack of communication from the council. Even the dedicated Facebook page had last been updated in 2019. Given that social media are critical for getting the message out to constituents in this day and age, that severe lack of information from the council is quite shocking.

Conservative councillors and I called for planned closures to be put on hold so that concerns about the LTN could be properly addressed before a trial run was enacted. The Conservative group on the council tabled a motion to call for operations to be halted in case the borough council refused to listen and decided to press ahead anyway. It was encouraging to see many local residents taking to the streets and making their voices heard in a well-attended protest outside the council offices when the vote was due to take place. Many people also got in contact with me and borough councillors to warn of the inevitable problems that the LTN scheme would cause, and to urge the council to rethink.

Sadly, it came as no surprise that Labour and Liberal Democrat councillors decided to press ahead with the Westy scheme, despite their decision to pause the equivalent scheme in Orford in Warrington North. In an open letter to Warrington residents, the council leader wrote:

“After carefully considering feedback we have received over the last couple of weeks, we have come to the conclusion that while we will proceed as planned with the Westy scheme, it is only right to pause our plans for Orford, to reflect on the feedback we have received.”

I do not know exactly why the council considered my constituents in Warrington South less deserving of proper consultation about policies affecting their daily lives than those in Warrington North, but there we have it: the council pressed ahead in Warrington South but paused in Warrington North.

The day before the Westy trial was due to begin, Conservative councillors again placed a motion before the full council to call for the LTN to be paused for further consultation with local residents, but again that was simply ignored. A few days after the LTN trial began, I met business owners at their request to hear their take on the road closures and how they were affecting their businesses. I must say that I have never been so depressed and seriously worried by the impact on businesses in an area as a result of changes made by a local council.

Some businesses had suffered a drop in trade so significant that they were already seriously considering closing down. Two businesses that I spoke to had seen takings drop by 40% on the previous week, and after five months, I am afraid that the situation is no better. Local business owners—the people who proudly stand as the backbone of our high streets—who rely on passing trade for much of their income are telling me that they now face closure and redundancies unless the problems with the LTNs are urgently addressed.

Over the summer, I sent out thousands of surveys—one to every household in Latchford East—to ask for feedback on the low traffic neighbourhood, so I could understand and get feedback on the general opinion once the scheme had been brought into effect. I am incredibly grateful that more than 900 households came back to me to share their thoughts, and the results speak for themselves. Since the implementation of the new road layout several months prior, 86% of respondents told me they wanted to return to the old layout, while 87% said they did not support the decision to close Grange Avenue to through traffic.

The most alarming result was that over 85% of respondents reported that their journey times had increased because they were sitting in traffic for longer as a result of a low traffic neighbourhood. As someone who has experienced travelling along Kingsway and Knutsford Road in peak times through Warrington South, I understand their frustration. Increased congestion clearly flies in the face of the council’s own environmental commitments, yet the reality is that an LTN scheme has simply made it worse.

What I really do think is a travesty for local democracy is that 85% of those constituents who fed back to me said that they were not consulted about the road closures prior to their being implemented. I am afraid that it is simply unacceptable to put in place a scheme that is going to cause so much change and disruption to people’s daily lives, and not have the courtesy to ask for their views on it beforehand.

After I shared these findings with the borough council and an evaluation of the feedback from its own interim survey had been carried out, I received an email from the council saying that it was going to make some changes to the Westy low traffic neighbourhood. I was hoping it would really take account of the points raised by local residents; sadly, it did not. It did not reverse any of the scheme, but simply moved a couple of planters. It means that constituents who have experienced a 10 minutes or sometimes 20 minutes longer journey to get from one end of a road to another are still facing those long delays. What local residents in Latchford made clear to me was that they want Grange Avenue reopened to traffic. This is a simple change that would reduce congestion and reduce journey times, but yet again the council is failing to listen.

I hope I have made it abundantly clear that opposition to low-traffic neighbourhoods is not about blanket opposition to policies designed to protect the environment and improve air quality. The problem we have in Warrington is that when car options are taken away, there are not many alternatives. The overwhelming majority of workplaces in Warrington are on the edge of the town, quite some distance from homes, and the opportunity to use public transport is limited, even though the Government have provided additional funding for buses. The replication of a London-style service is just not there yet. What I see in so many of the surveys that have taken place on low traffic neighbourhoods is that in areas of London where there is good public transport these schemes seem to work very well, but in areas around the UK where there is no alternative they struggle to get traction.

[Dean Russell (Watford) (Con)]

I thank my hon. Friend for his generosity in giving way. On his points about buses, I often find the same challenge when there are consultations with bus users about changes to bus routes. Recently I met a community of bus users who told me about the challenges they have found with bus routes that have been changed, but they have not been consulted about what changes there will be to the buses they travel on. I am sure there were consultations, but there need to be more robust guidelines from Government and local government to the bus organisations themselves , so that they have to say, “This route is changing. What do you think about that, how will it change your life and what will be the impact of that?” I think that would go a long way to help reassure people that they are not going to suddenly find themselves without transport to hospitals, to work and in their daily lives.

[Andy Carter]

I am very grateful for my hon. Friend’s intervention. I know he is a fantastic champion for people living in Watford, which is a very similar town to Warrington in that it relies on public transport, particularly for older residents. He is absolutely right that, where changes are made, bus companies often think their message is being delivered to the users, and it simply is not. I think we should encourage everybody involved with delivering public transport solutions to deliver a message time and again, so that that message really gets through to the constituents who need it.

Rail Strikes

Dean Russell Excerpts

Wednesday 15th June 2022 Commons Chamber

[Grant Shapps]

Every possible alleviation that can be made should be made. I have not seen that particular proposal, but obviously the Mayor will need to look at it. It is extraordinary that this whole House would not want to stand up for hard-working people everywhere and would not want to ensure that people are able to get to their work and job, and that their livelihoods are not damaged.

[Dean Russell (Watford) (Con)]

Schoolchildren taking their GCSEs and A-levels have been mentioned. For the past two years, children have had to go through unprecedented times. They are in the process of going through exams that have been more stressful than those for any other generation, because of the pandemic. It is absolutely cruel that everybody in this House is not condemning the timing of these strikes and the strikes happening, because those poor children have gone through enough in the past two years and now they are having to suffer in the last weeks of their GCSEs.

[Grant Shapps]

My hon. Friend has nailed it. It is completely unfair, it is totally the wrong timing. It should not be happening and the whole House would appreciate Labour Members saying more about it, but they cannot say more about it, because they are divided on the subject. The shadow Levelling Up Secretary says that Labour stands united with those who bring the chaos upon our communities. The shadow Health Secretary, supposedly a rising star, although he is not on the Front Bench today because he does not want to be associated with this, even goes so far as to say that if he was given a chance, he would join the strikes. The shadow Transport Secretary, styling herself today as the shadow Secretary of State for strikes, refuses to condemn the RMT’s plan, which is going to cripple our railways.

What has happened to the Leader of the Opposition? He is not here. What is he saying about this? The Prime Minister has set out his position very clearly; I have not heard the Leader of the Opposition set out his position yet. I do not know whether anyone else has spotted him. He is not here today. Presumably, he has been standing up to his shadow Cabinet and defending the people whose lives will be disrupted by the strike. That is where one would expect him to be, but no. He has been playing a game of real-life Twister—his position hopelessly contorted, with one foot in the RMT camp and the other goodness knows where, stretching credibility. Perhaps it is a position that he thinks will appear boring to the shadow Cabinet. In fact, what he is doing is stretching the patience of the British public by not saying where he stands.

ANPR and Width Restrictions

Dean Russell Excerpts

Tuesday 23rd March 2021 Commons Chamber

[Dean Russell (Watford) (Con)]

I wanted to secure this Adjournment debate because of an issue that originated in Woodmere Avenue in my constituency but which has highlighted a more national issue associated with section 6 powers under the Traffic Management Act 2004. I feel a bit odd, because I have introduced a ten-minute rule Bill today, so, a bit like it is for the Minister, two buses have arrived at once for me today. This is my second long speech, but I will try not to make it too long.

I wanted to raise this issue for three reasons. First, I would like to highlight the issues with Woodmere Avenue in my constituency, the concerns of residents and why those are important. My second point is about the use of section 6, which I think could solve some of the issues in my local area, and I will highlight some broader issues. My third point is about the critical importance of the power of local people to have control and a say in what happens to them in their local area.

I will start with Woodmere Avenue. The issue with Woodmere Avenue began for me when I was campaigning way before I was an MP. I had been out with a local campaigner called Carly Bishop, who had petitioned and spoken to local residents about issues in this area. Let me describe the situation. A width restriction has been in Woodmere Avenue in the Tudor ward of Watford for decades, and it is known as a bit of a landmark, but not in a positive way. There is a massive bus route through the middle of the road, and on either side there are width restrictions for cars. Increasingly, I hear people say that they have scratched their car recently or over the past few years on those restrictions. It does not feel right that somebody trying to drive to work in the morning, pick up their kids from school or just go to the shops should be worried about damaging their car en route because of the way that a width restriction was designed many decades ago.

The issue, for me, is about fairness. There is a whole debate that could be unpicked about the decisions that were made many years ago, why this has not changed and why petitions have not enabled change, but I do not want to get into a blame game. For me, this is about how we look forward and make a difference. When I was discussing this with local residents and the local council, I found that one potential solution is the use of automatic number plate recognition. It was highlighted that, instead of having rigid physical stops for people to drive through these areas, we could have a camera that recognises cars going through, perhaps with some speed bumps and other less invasive measures to calm traffic, make sure it is safe and slow and reduce the number of wide vehicles.

It turns out that the section 6 rules, which the council would love to use to stop certain vehicles doing certain things on roads such as Woodmere Avenue, are not available in Watford—but they are available in London. The section 6 rules actively apply to London but not to the rest of the country, despite the Local Government Association being very supportive of the change. Why is that an issue? First, it is one of fairness. Why should London be able to put in place mechanisms to make traffic safer that are not allowed outside London? Secondly, if there is a solution out there that is already working, why should it not be applicable in my constituency for my constituents?

When I visit Woodmere Avenue—which I do quite regularly because it is very close to my constituency office—I find myself carefully driving through the width restrictions, and I see the marks on them that have clearly come from cars and vans being scratched over the years. While driving through, I sometimes see a driver who does not want to go through the width restrictions, so they go straight through the middle where the bus lane is. The width restrictions are not even doing the job that they should, because cars are still breaking the rules, and there is no real comeback, because there is no way to detect it—there is no ANPR and no cameras. Is that fair? No, it is not.

The people who are scratching their cars are not necessarily bad drivers. I have had people say to me, “Perhaps they just don’t know how to drive their car,” but even if someone is not a great driver and is a bit cautious or wobbly when going through the restrictions, is it fair that they should scratch their car, damage their vehicle and face the cost of having to go to a garage to fix it? I do not think so. In addition, I have seen vehicles have their axles broken, not because the drivers have driven through the restrictions at a particularly fast pace but because they have slightly misjudged it and the front wheel has been hit and damaged.

There is a moral issue and a fairness issue, and there is the issue of ANPR and the rules being applicable in London but not elsewhere. There is also a bigger topic of the right of individuals to have a say in what happens outside their own homes. There is a really good argument here around what I call pavement politics. Surely a resident of a street—a member of the British public—should be allowed to have a say in what happens outside their front door. They should have more of a say than somebody who sits in a council office at a distance and is not affected by that.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Gentleman on bringing this debate forward. He has come to the crux of the matter: this is about local residents. I believe that those who are affected by the measures on the roads have a right to be consulted and then to have a say in what happens or does not happen. Does he agree that sometimes, common sense has to prevail and the authorities just have to listen?

[Dean Russell]

The hon. Gentleman makes an incredibly powerful point. This is about common sense. People invest in their houses, they invest in their gardens if they have them, and they invest in their local community. Common sense should be part of the community.

One thing that we have seen over the past 12 months is the cutting of red tape. That has been forced upon us because of the awfulness of covid—the pandemic has meant that we have had to cut through red tape to do things quicker—but it has allowed us to trust people on the frontline. It has allowed us to trust local people to form community groups and help their neighbours—to set up Facebook groups to get food delivered and help people in their community. Why can we not also trust those people to have a stronger say in what happens on the road in front of their house?

Not so long ago, when I was with someone from the highways department, the council and a local resident, I had a conversation with a gentleman who lives near the width restriction. He told me that, as someone had gone through it and it had pinged their car, something had shot off and gone through the window of his car on his drive, causing damage. That does not seem sensible. People who live in these areas live with the repercussions of that day in, day out, yet they do not have more of a say than someone who lives in another part of the county. That seems rather bizarre to me.

Surely, when we look at this in the round, there is an opportunity here to look at the way we engage with local communities—the way we do surveys, for example. At the moment, if another survey is done, the taxpayer will have to pay an awful lot of money for the county council and other groups to go and ask residents things, in a way that we could probably organise on our own by going door to door at the weekend. As the Member of Parliament, I even offered to go around and do a survey, asking people exactly the same question about what they would like to be done, but that is not possible, because a very rigid, bureaucratic, red-tape-driven process has to be followed to get those views. That does not seem right.

All I ask the Minister to do today is to address those three points. First, I would really appreciate further discussion around Woodmere Avenue—an opportunity to explore the issue and to see whether we can solve it for local residents while keeping the road safe, ensuring that large vehicles that should not go down the road do not, and ensuring that people do not speed down there, but in a way that does not risk people scratching their cars or causing large traffic jams because they drive through so slowly.

Secondly, I would really appreciate it if time were spent looking again at section 6, to identify why rules that work in London cannot be applied outside it. To be fair, Watford is not far from London, so even if it were just a case of expanding the rules slightly to solve this big issue, I would appreciate it. However, on a serious note, why do we not look at this again? I would really appreciate it if time were taken to understand why this is the case and whether there are any plans in this respect.

Thirdly, on the much bigger point about local communities, the past year has shown that, when we give people on the frontline trust—when we embrace our communities, give them a voice and listen to them—the common sense that the hon. Member for Strangford (Jim Shannon) mentioned is there. People know what the issues are in their local community. They usually know the solutions way before red tape and bureaucracy kick in. I would really appreciate a view on whether we can start to ensure that local communities can have that say, what we would do from there, and what the timeline might be for some of the solutions. I thank the Minister for listening.

Air Traffic Management and Unmanned Aircraft Bill [Lords]

Dean Russell Excerpts

2nd reading & 2nd reading: House of Commons
Tuesday 2nd February 2021 Commons Chamber

[Dean Russell (Watford) (Con)]

I thank my hon. Friend the Member for Newcastle-under-Lyme (Aaron Bell) for his excellent speech. First, I would like to join others in paying tribute to Captain Tom. I felt last year that he was almost a grandfather to the nation. We have definitely lost a member of our British family in the last few hours, and I send my condolences to his family. He was truly one of the best of us.

I will speak primarily to parts 1 and 3. I thank the Ministers and all involved with the Bill, which does something quite transformative for not just the industry but the country. The last major change to legislation in this area happened in the 1950s. It is quite incredible to think that the rules and legislation on this industry have not changed in that time, given that the industry has shaped not just how we live but how we look at the world, how we understand other cultures and how we understand one another, and has made the world a little bit smaller as technology has advanced.

For many years as a student, I worked at an airport. I did everything from cleaning toilets to patrolling car parks—not that I was particularly threatening when walking around in my yellow jacket. What I saw back then was the incredible passion of those who work in the airline industry—everyone from those who made sure that the planes were safe to fly to those who were flying them. It is right for Government to ensure that, as we look to the next 20, 30, 40 and 50 years, we have an ambitious plan that puts security, safety and the traveller at the heart of it. Part 1, which relates to the collaborative approach and the ways in which airlines can work together, does that. It is so important to ensure that passengers are put at the heart of this, and the Bill does that very well.

I mentioned that the last major change was made in the 1950s. That reminds me, as a science fiction fan, of the prediction by Arthur C. Clarke in 1945 of the idea of satellites. Back then, that was truly science fiction. We did not imagine that satellites would exist in the way they do today, and they have transformed our lives in so many ways. With this Bill, and in particular part 3, we are seeing what was science fiction being transformed into science fact.

The role of drones in society over just a few years has been transformative. Organisations such as Amazon use them to deliver parcels. There are medical opportunities —for example, to deliver vaccines, especially in far-flung countries where it is perhaps easier to travel long distances by air, via unmanned vehicles, than it would be in the UK.

With every good move in technology and in the shift from fiction to fact, we have to take into account the impact on real lives. Given the impact that unmanned vehicles could have on society, it is right that the Bill gives the Home Office and the police powers to ensure that these vehicles are used in the right way and do not create more danger and risk to those around us. We have heard excellent speeches about drones being used to drop illicit substances and items into prisons, and we have heard about the dangers of drones at airports, potentially risking lives by flying too close or even flying into manned vehicles.

When we look forward, we have got to look at this issue in the round, and the Bill really does that. It enables additional police powers and creates the ability to have an industry around drones that will put up to £42 billion into the economy by 2030. It is creating a lot of opportunity, but in a safe way.

When people look back in 50 or 60 years’ time to the legislation being put in place now, I believe they will look at this Bill and see how balanced it was, how forward-thinking it was and how it enabled us to ensure that legislation and Bills were in place to protect society, while not binding the hands of those who want to develop new opportunities to create technology that can transform the society we live in.