Bus Franchising

Graham Stringer Excerpts

Monday 9th September 2024 Commons Chamber

[Simon Lightwood]

Modernising our transport infrastructure and delivering better buses are at the heart of our plan to kick-start economic growth in every part of the country to get our country moving. This statutory instrument is just the start of a package of measures; the buses Bill will deliver further measures on issues such as funding. Despite the challenging financial circumstances we find ourselves in—inherited from the previous Government—we are determined to deliver better bus services, growing passenger numbers and driving opportunity to underserved regions. All funding is rightly being considered as part of the spending review.

There is no one-size-fits-all approach for buses within local transport authorities. Franchising is just one way that this can be explored; there are also enhanced partnerships and municipal ownership. We firmly believe that our priorities to deliver better buses across the country are the right priorities, and we have the mandate from the British people following the general election to do just that.

[Graham Stringer (Blackley and Middleton South) (Lab)]

Last week and this week have been the best two weeks for public transport for many decades, righting the wrongs of the privatisation of the rail service and the deregulation of buses. I did not hear an apology from the Conservative spokesperson for laying waste to local government finance over the last 14 years and destroying public bus services by handing them over to be run by profiteers, pirates and other completely unsuitable people—not in all, but in many cases. Does my hon. Friend agree that there should be a massive apology from the Conservatives for the damage they have done to public transport?

[Simon Lightwood]

I believe there should be a massive apology from the Opposition for the mess they have left this country in and for the mess they have left our bus services in. Following the previous Government, almost 300 million fewer miles are now driven a year compared with 2010. That is an appalling statistic. This Government will turn the tide for communities across the country by giving them the opportunity to control local bus services and to have a real say in developing the local transit systems that serve them. The Secretary of State said—I will say it again—that we will move fast and fix things. Here is the proof.

Passenger Railway Services (Public Ownership) Bill

Graham Stringer Excerpts

Committee of the whole House
Tuesday 3rd September 2024 Commons Chamber

[The Second Deputy Chairman]

Thank you. I call Graham Stringer.

[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.

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

Graham Stringer Excerpts

Tuesday 21st May 2024 Commons Chamber

[Huw Merriman]

To be clear, I give a commitment that HS2 will not be going through my hon. Friend’s constituency, and therefore any petitions that were going to be relevant should lapse. This is a matter for the Bill Committee, but that would be the logical extension. Any petitions already made on this 15-mile stretch, which will continue to be within the remit because it continues to be the preferred route, will be heard by the Committee if this motion is passed. If there are amendments, such as from an environmental statement or any that I may propose, that reopens the window for petitions. On that basis, if there is anything new a petition can be made, but if there is not, the petition should already be in. I feel that is the right outcome.

I shall make some more progress. As my right hon. Friend the Member for Aldridge-Brownhills (Wendy Morton) made clear on Second Reading, and as I have mentioned, part of the Bill’s original purpose was always to deliver this section of Northern Powerhouse Rail, the first half of the line between Manchester and Liverpool. Following today’s motion, the Committee will be able to go back to considering petitions from people and organisations still affected by the scheme. The Committee will also assess any changes to the Bill that I may bring forward to adapt it to deliver Northern Powerhouse Rail.

The proposed changes to the Bill will, quite rightly, prompt a new environmental assessment that will consider how any new element in the scheme will affect local areas. Where possible, I will use this as an opportunity to further reduce the construction impacts on communities, and the changes will be provided to the House in the usual way. Although this is a rather technical motion, holding this debate demonstrates good progress in developing the Government’s long-held ambition to improve connectivity between Liverpool and Manchester.

[Graham Stringer (Blackley and Broughton) (Lab)]

Can the Minister tell the House when Northern Powerhouse Rail will be complete?

[Huw Merriman]

I cannot give the hon. Gentleman an exact and firm date, but I am seeking to put the Bill Committee back on track, rather than restart the entire process—something that has been championed and supported by the Mayors of Manchester and Liverpool, and others. By its very definition we will be looking to deliver the Bill back, so that we can crack on and give the hon. Gentleman an earlier date than he may perhaps believe will be the case.

Since the Network North announcement, we have been engaging local leaders and MPs about the form the connection between Liverpool and Manchester will take, and we have held many discussions with local leaders to establish what their communities want from such a link. Alongside that, we must ensure that the options being considered represent the best possible use of the £12 billion funding available. On 25 March I was able to deposit a written statement in this place on the outcome of those discussions. We have heard clear support for a railway with stops at Liverpool, Warrington Bank Quay, Manchester airport and Manchester Piccadilly. Local leaders also supported the plan that the new railway should follow the broad alignment set out in the 2021 integrated rail plan.

The section of railway that we are discussing today is part of the plan’s larger Northern Powerhouse Rail network. We will improve connections on both sides of the Pennines, both by building new lines and by upgrading existing ones. Trains on this line will go past Manchester and on to York via Leeds. We will also upgrade the existing railway between Leeds and Bradford to reduce journey times and increase capacity between those destinations. Stations will also be upgraded and made more accessible. The environmental impact of the network will be reduced by further electrification.

With this plan, towns and cities across the whole of the north will benefit from direct services to Manchester airport. Passengers travelling to the airport from Liverpool could see their journeys slashed by almost an hour, while passengers from Leeds could benefit from a 41-minute reduction. The new station at Manchester airport will unlock the potential to further promote the international airport, acting as a catalyst for growth across the north-west.

That is just one of the benefits that Network North—our new long-term plan for transport—will deliver. We are refocusing on the journeys that really matter to people, connecting towns, cities and rural communities in all regions of the country. Every penny of the £19.8 billion committed to the northern leg of HS2 will be reinvested in the north. Every penny of the £9.6 billion committed to the midlands leg will be reinvested in the midlands. Bradford will get a brand-new station and connection, reducing journey times from Manchester from 56 minutes to 30 minutes.

--- Later in debate ---

[Jack Brereton]

I thank my hon. Friend for those very thoughtful points. I entirely agree that the instruction is wide-ranging. It is concerning to see those sorts of powers being put forward to the Committee. It really does show the abuse of the hybrid Bill process. If any services are to use the line, the railway would have to secure much wider enhancements and additional complex infrastructure, and there is no guarantee of that being delivered. As I said, the delivery of any services on this line will depend on permission being secured for the rest of the section, and that will be approved under a completely separate planning process. The approach being taken really is totally back to front.

[Graham Stringer]

As the hon. Gentleman knows, I have a principled disagreement with him on HS2, but I respect his position. He is making a powerful case for dividing the House on this matter. Will he divide the House on it?

[Jack Brereton]

We may come to that shortly, but I am very concerned about this. Certainly, we may consider dividing on the motion.

We should focus first on properly understanding the connectivity enhancement need, and then design the infrastructure to meet that need. Instead, we already have the infrastructure design, and are trying to make it fit with the improvements that we would like for connectivity across the north, because we do not want to spend time doing this properly and restarting the hybrid Bill process. It might have made sense to use the proposed route when the track would be shared with HS2, but it does not make any sense now that phase 2 has gone. It is neither the optimal route for benefits nor the most cost-effective to deliver. I am afraid that this really is an abuse of the hybrid Bill process.

--- Later in debate ---

[Graham Stringer (Blackley and Broughton) (Lab)]

I do not think I will detain the House long. I want to say two or three things. The first is that there is an element of unreality about this debate, as there has been about many debates on Northern Powerhouse Rail and HS2 phase 2b. Mr Deputy Speaker, you may remember this as a northern MP—I am sure the Minister will remember it, too—but almost exactly 10 years ago, on 23 June, George Osborne as Chancellor of the Exchequer went to the Science and Industry Museum in Manchester and announced Northern Powerhouse Rail.

Since that time, the rail system across the north of England has had three names: it has been HS3, Crossrail of the north, and Northern Powerhouse Rail. How much work has been done on it? There has been no design work, no land purchased and no money dedicated to it. Ten years later, we are here, and the Minister says, “We will crack on with it.” “Crack on”, if I may say, after 10 years of complete inactivity when it was a Government commitment, is a rum old phrase to use for Northern Powerhouse Rail, if the Minister does not mind me saying so. He has made a decent fist of a cackhanded decision by the Government on HS2 and Northern Powerhouse Rail.

At different times and for political reasons and for other reasons, people have counterpoised against each other the Crossrail of the north, or Northern Powerhouse Rail, or HS3, against HS2. That is a strange thing to do, because if we increase the capacity of the rail system with HS2, those passengers have to have somewhere to go. The same applies if we increase the capacity, as I hope we do, with Northern Powerhouse Rail. If we have a good system going from Manchester to Hull via Bradford and Leeds and York, those passengers have to go somewhere.

If we have a new station at Manchester airport, we want people to come through it in great numbers, not just east-west but from the south as well. So that is a mistake, as has been pointed out by my hon. Friend the Member for Portsmouth South (Stephen Morgan). While I respect the hon. Members for Stone (Sir William Cash) and for Stoke-on-Trent South (Jack Brereton), they have been consistently opposed to HS2 for constituency reasons and how they see the impact of HS2 on Stafford, for example. Many of us on this side have seen the economic and transport benefits of HS2.

What I do not accept at all is the Prime Minister, unselected by his own party and unelected by the people of the United Kingdom, turning up after manifesto commitments from both parties—all three parties, in fact, if we go back to the original decision in 2009 when all three parties supported HS2—and saying, “We will stop it.” Whether we are talking about Northern Powerhouse Rail or HS2, the economic development of the north of England has, in effect, been abandoned by this Government. I do not know if the Prime Minister has ever driven up—or been driven up—the M6, but it is at full capacity. The decision to not go ahead with HS2 will reduce not only the capacity of the rail system but the speed because the trains will have to be split and they will not tilt. So the Government have isolated the north of England, and Manchester in particular.

Incidentally—this is not the main point of what I was going to say—I hear the Minister using the pork barrel politics of this Government by saying, “Well, Bradford can get this, so therefore it will not be supporting HS2.” When I chaired the board of Manchester airport, people in Yorkshire, the north-east and across the north of England knew the economic benefits of transport coming to Manchester. There was a North of England regional consortium that supported both Manchester airport and better links to it. So it is completely wrong to juxtapose investment in Bradford—which Bradford needs, as it has been neglected by most of the north of England—against investment in HS2 going to Manchester airport and to Manchester.

[Sir Mark Hendrick]

I declare an interest, in that I was a director of Manchester airport as well, some years back, as a Salford city councillor appointed to that position. Many in the House—although not the hon. Member for Stoke-on-Trent South (Jack Brereton)—will remember phase 1of HS2, and I sat on that Committee for the best part of a year and a half. The whole process was very elongated—I will try not to make my intervention too elongated—but what it boiled down to was that when members of that Committee, particularly those on the Government side, had constituency interests, they tended to be far more accommodating, and the costs spiralled because there were tunnels going here, there and everywhere instead of going direct. That inflated the price. The reason we are in this mess now is that the Government have realised that we are close to an election and they want to spend £12 billion of the £37 billion that should have been spent on phase 2. They are now scattering it around certain places in the north of England in the hope that they can use that promise to get more—

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. This is a very elongated intervention.

[Graham Stringer]

I am grateful to my hon. Friend for his very long intervention. He is obviously right. Cheryl Gillan did a fantastic job.She was opposed to HS2, and she increased the costs enormously by getting tunnels built under the hills in her constituency.

Another way of looking at the economic nonsense we have had from this Government is that we do not have a high-speed route for the nation; we have an extension of the London underground. We have tunnels leading out of London to Birmingham. I do not know the train times, but my guess is that the times going to Birmingham, going through the tunnels out of London, will be shorter than using the Elizabeth line to travel across London. HS2 is just part of the underground system. It is a London scheme now, not a national scheme.

[Sir William Cash]

At the moment, travelling from Stoke-on-Trent or Stafford down to London Euston, as Conservative Members do, takes just over an hour. I would have thought that most people regard that as pretty fast.

[Graham Stringer]

Indeed, but we are talking about major national infrastructure. I always hoped that HS2 would not just go to Manchester and Leeds but, for both political and transport reasons, would go to Scotland. As someone who believes in the Union between England and Scotland, I think that would help, and it would be very good transport policy, too.

[Wera Hobhouse (Bath) (LD)]

I thank the hon. Gentleman for taking another intervention. Does he agree that cancelling the northern leg of HS2 has taken away capacity that is now ending up on the roads, and that we therefore have more congestion, more pollution and more environmental damage?

[Graham Stringer]

I agree with the hon. Lady, and I hope I have already made that point.

[Jack Brereton]

The hon. Gentleman mentioned Scotland. Of course, it was always intended that HS2 would be compatible with the conventional network that serves Scotland. Why does he think the Department for Transport specified HS2 trains that are not able to tilt and are not the right size to go on the classic network?

[Graham Stringer]

I cannot answer that question. It was a Government decision, and the Minister has indicated that he will answer.

I respect those who oppose HS2. This House has supported HS2, which has been in all of our manifestos. I think it is outrageous that HS2 to Manchester has been cancelled by an insulting edict from the Prime Minister. The most important point in this debate was made by my hon. Friend the Member for Portsmouth South (Stephen Morgan), who said that the elected Mayors of the west midlands and Greater Manchester have put together a plan to consider alternative methods of funding HS2. I hope the Minister can reassure the House that the Government will not follow a “burnt fields” policy of destroying it to make it more difficult for an incoming Labour Government to resurrect it.

The Conservative Members present say that they will remain opposed to HS2, and I remain supportive, because HS2 is good for the country, good for the environment and good for the economy of the north of England.

Oral Answers to Questions

Graham Stringer Excerpts

Thursday 16th May 2024 Commons Chamber

[Mr Speaker]

You can think of Coppull station.

[Graham Stringer (Blackley and Broughton) (Lab)]

When will the Secretary of State improve on the timetable at the time of Gladstone?

[Mr Harper]

I am not entirely certain—the Rail Minister, my hon. Friend the Member for Bexhill and Battle (Huw Merriman) set out clearly the improved performance that we have seen this year. We are clear that we are integrating track and train with our rail reform that is being scrutinised in the House, and that will improve things. We have recently reorganised the Department, bringing in Alex Hynes to link that together. That is how we deliver improved performance. We have set out those plans clearly. Legislation before this House is being scrutinised by the Select Committee of my hon. Friend the Member for Milton Keynes South (Iain Stewart). We look forward to its report, which I understand we will get before the summer recess, to take those plans forward.

--- Later in debate ---

[The Minister of State, Department for Transport (Huw Merriman)]

I will do everything I can. It is a beautiful example of railway architecture and it must be saved, so I applaud my right hon. Friend’s work. I recently had a conference for leaders in rail, at which I talked to all the train operators and Network Rail about bringing these beautiful buildings back to life for the community. I have met that team as well and will do everything I can to help him.

[Graham Stringer (Blackley and Broughton) (Lab)]

T2. It is now exactly four months since the Avanti management were caught laughing at the Government —they are not on their own. They were laughing because they see the performance payments that the Government hand out to them as free money and a joke. When will the Secretary of State take the smile off the faces of the appalling Avanti management by finishing their contract?

[Huw Merriman]

When that incident occurred, the Secretary of State and I made it clear to the teams at Avanti and FirstGroup that that was not acceptable, and their senior management agreed. It was crass and it was wrong. We often talk about Avanti’s performance. The overtime agreement had been withdrawn by ASLEF, which caused the start of the difficulties, but it has since been put back in place. When I looked at the data for the first week of May, there were pretty much 0% cancellations from Avanti induced incidents. Matters are getting better and, where they are better, we should applaud the staff.

Zero-emission Vehicles, Drivers and HS2

Graham Stringer Excerpts

Monday 16th October 2023 Commons Chamber

[Mr Harper]

The Government retain responsibility for delivering heavy rail. We are making an investment of £1 billion into electrifying the north Wales main line, which I would have thought the hon. Member would welcome. As over the coming years we develop the funding for local transport spending, Wales will get Barnett consequentials in the usual way.

[Graham Stringer (Blackley and Broughton) (Lab)]

There is a deep democratic point in all of this. The Secretary of State was elected at the last general election with the expectation given by the then leader of the Conservative party that HS2 would be built. Partly because of the Government’s financial incompetence, they are now cancelling it. A Prime Minister—not the Secretary of State—whose own party did not support him, and who has certainly never put himself before the electorate as Prime Minister, is cancelling it. The current Secretary of State is following a scorched earth policy whereby it will be impossible for either the elected Mayors who are looking for alternative funding for carrying on the second phase or an incoming Labour Government, to build out the full scheme, with all the benefits it would have. That is fundamentally anti-democratic. Will the Secretary of State not consider, on a democratic basis, protecting the line of HS2?

[Mr Harper]

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

High Speed 2

Graham Stringer Excerpts

Monday 18th September 2023 Commons Chamber

[Mr Holden]

I thank my hon. Friend and other colleagues for the work that they did on the Select Committee. I will, of course, take that message back to Treasury colleagues.

[Graham Stringer (Blackley and Broughton) (Lab)]

Will the Minister give an unambiguous answer to this question: is this Government still committed to building HS2 to Manchester from Euston? People in the north need to know whether they are being abandoned, because it looks like that to me from press reports, which have not been made up by journalists. Is it not the case that the Minister is fronting a Government who will not dare tell the electorate that they are abandoning the north?

Road User Charging Schemes

Graham Stringer Excerpts

Monday 26th June 2023 Westminster Hall

[Graham Stringer (in the Chair)]

Before I call the hon. Member for Don Valley (Nick Fletcher) to open the debate, I wish to make a short statement about the sub judice resolution. I have been advised that a petition being debated today indirectly relates to a case about the expansion of the ultra low emission zone; the case is ongoing, and therefore sub judice. Mr Speaker has agreed to exercise the discretion given to the Chair in respect of the resolution on matters sub judice to allow reference to the case, given the issues of national importance that it raises.

[Nick Fletcher (Don Valley) (Con)]

I beg to move,

That this House has considered e-petitions 599985 and 633550, relating to local road user charging schemes.

It is a pleasure to serve under your chairmanship today, Mr Stringer. We are here today to discuss two petitions. The first seeks the revocation of local government powers to charge for clean air zones, low emission zones and ultra low emission zones, and the second seeks amendments to the Greater London Authority Act 1999 to remove the Mayor of London’s power to impose road-user charges.

I often lead these petition debates, and I always look at the argument from both sides. For every petition, there is an opposing view; it is important to consider all aspects and that everyone’s voice is heard. Cancel culture has no part to play in a healthy democracy. I have therefore taken the time to speak to not just the petitioners but, among others, Asthma + Lung UK and the Ella Roberta Foundation.

Let me start with the facts: who put the legislation forward, and who was in charge of putting the schemes in place? The then Labour Government gave local authorities the ability to charge road users in part 3 of the Transport Act 2000, and the Mayor of London was given powers by the GLA Act 1999 under the same Labour Government.

The Transport Act gave those powers to local authorities to reduce congestion and to help with air quality. Schemes have now been put in place in London, which has both a ULEZ and a congestion zone, and clean air zones are currently in place in Bath, Birmingham, Bradford, Bristol, Portsmouth, Sheffield and Tyneside—all Labour or Opposition-controlled authorities. I am pleased to announce that I have had reassurances from the Labour Mayor of Doncaster that my city will not be subject to one of these schemes. Pedestrianisation is already doing untold damage to the local economy, and one of these schemes in my city would surely be the final straw.

I will speak first on behalf of those who oppose the petitions—those who think that these schemes are not just necessary but vital for our country. I met Tim Dexter and Andrea Carey. Tim works at Asthma + Lung UK and understands that these schemes can cause controversy, but believes that they are not a big issue with the wider electorate. He believes that pollution is too high and says that young people are growing up with decreased lung capacity. Tim also stated that having clean air in the city and avoiding losses to businesses does not need to be an either/or situation, as he believes that pedestrianisation, alongside ULEZ and clean air zones, can be shown to increase footfall. For the record, I have not seen any evidence that supports that to date.

Andrea is the chair of the Ella Roberta Foundation, which supports the Clean Air (Human Rights) Bill, also known as Ella’s law. Ella is a young girl who died when she was nine. She lived close to the south circular and had been diagnosed with asthma. Her long walk to school meant that she was exposed to car fumes, and air pollution was stated on her death certificate to be a secondary cause. Andrea says that, each year, 38,000 deaths are attributable to illnesses related to air quality. She says that a lot of money is spent on treating people with lung conditions, and businesses would benefit from cleaner air as that would mean that employees took less time off due to ill health. Those are fair points.

I will now speak on behalf of the petitioners. I met Edward Green, who had much to say on this subject. Edward, who lives in London, said that these schemes are bad for business and families, and that they increase isolation. He described them as a tax on the poor, a cost to freedom, undemocratic and an abuse of power. He also stated that the scrappage schemes are ineffective.

In addition to my evidence-gathering sessions, I recently visited Sheffield and Doncaster and asked businesses there what they thought of the schemes. They all agreed with Edward. One contractor in Sheffield said that he had 20 vans on a construction site, so the scheme introduced in the city earlier this year is going to cost him close to £50,000 this year in extra fees. Every construction site in every city with such a scheme will now face similar costs, and as we all know, those costs will eventually be passed on to the public—to us, to me and you, Mr Stringer. Carers, tradespeople, health workers and others will be prevented from working by the punitive charges.

That will be catastrophic for the economy in London’s suburbs, as workers from Essex, Kent, Surrey, Sussex, Buckinghamshire and Berkshire will simply not be able to work in the suburbs. Every county surrounding London will be significantly affected, and for the worse. I have spoken to shop workers who have said that if the charges are introduced where they work, they may have no choice but to find alternative employment. Not only will businesses suffer because of decreased footfall, but they will suffer when trying to find staff to help run their businesses.

These issues have been debated in the House before. My hon. Friend the Member for Carshalton and Wallington (Elliot Colburn) stated:

“If we price people out of their vehicles, without potential alternatives available, we will not just be hitting people’s pockets by charging them more to use private vehicles; we could be costing them their livelihoods.”—[Official Report, 9 March 2022; Vol. 710, c. 137-138WH.]

He is correct. In the main Chamber, I have mentioned the concept of 15-minute cities. When I see all the cameras being installed, I ask whether that is the end goal for Labour-run authorities. The question needs to be asked.

As Members can see, there is much opposition to road user charging schemes. Nobody disputes that we all want cleaner air; the question is whether clean air zones and ultra low emission zones are the way to achieve that. Personally, I think not. In tourist hotspots, where visitors come from all over the world to spend money, an American or Chinese tourist will not be put off central London because of the ULEZ, but even then, it still hurts everyone who works in the city who needs a vehicle. I know some people will still argue that the ULEZ is needed in the very centre of London, but what about Sheffield, Doncaster and thousands of other towns and villages? Is such a scheme needed there, where the economy is built on servicing the needs of local people? I think not.

--- Later in debate ---

[Nick Fletcher]

It is 55 years in Doncaster—55 years of a Labour council in Doncaster. Fifty-five long, long years.

I agree with net zero; I just think that it can be done in a better way than this. People want more power locally, but too often it is given to the wrong people. The cities that I mentioned are testimony to this statement. These schemes show how out of touch and disconnected politicians at local level are from the people and from businesses. The people and businesses do not want these schemes, but the politicians wilfully ignore their wishes, on purpose and with no care about the terrible impact the schemes have. This situation cannot be acceptable in a democracy.

I will close by simply asking the Minister to consider seriously the petitioners’ requests. They make an awful lot of sense.

[Graham Stringer (in the Chair)]

I ask hon. Members who wish to be called in the debate to stand. This is a three-hour debate, so I do not think there is any necessity for a time limit.

--- Later in debate ---

[Gill Furniss]

She is the deputy chair of your party!

[Graham Stringer (in the Chair)]

Order.

[Elliot Colburn]

I have long been opposed to ULEZ.

--- Later in debate ---

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

I am sorry to intervene on my hon. Friend. I just thought it would be worth reflecting on the quote given by the Opposition Front-Bench spokesperson. Back in 2020, there was no proposal from the Mayor of London to expand ULEZ to the Greater London boundary, so whatever my hon. Friend the Member for Cities of London and Westminster (Nickie Aiken), who is not present, was saying in 2020—I am sure the hon. Member for Sheffield, Brightside and Hillsborough (Gill Furniss) let her know that she was going to mention her in Westminster Hall—was not in support of whatever Mayor Khan has put forward. It was not anything about what is being debated today because that was not the ULEZ proposal of Mayor Khan at the time. That is largely the point of some of the petitioners who have been in touch about today’s debate.

[Graham Stringer (in the Chair)]

Order. We are not under any real time pressure, but can I remind right hon. and hon. Members that interventions should be short and to the point? They are gradually getting longer and longer.

[Elliot Colburn]

Thank you, Mr Stringer. I will quickly move on then, and just say that the Minister is absolutely right.

Like other colleagues, I have seen at first hand in my postbag the local, organic opposition to ULEZ continue to grow—not just from my own petition, which is continuing to grow by hundreds of signatures every week, but from the very real stories that we are receiving from constituents about how expansion of ultra low emission zone will impact them. In Carshalton and Wallington alone, it is estimated that 30% of all vehicles will be deemed non-compliant; that means that roughly 30,000 cars will not be deemed compliant if the expansion goes ahead. How many people will be impacted by that? How many families? How many small businesses? How many pensioners? How many charities? These are real concerns voiced by real people, yet how are they portrayed? How are they dealt with? The Mayor of London, seemingly deaf to these concerns, labels them wackos, nutjobs and conspiracy theorists—and that is when he is not too busy trying to sell his book or going around the world advertising marijuana farms.

Where do my constituents go for help? The Mayor is not helping them—the Conservatives are the only party opposing the expansion—so what about their local council? Behind all the smoke and mirrors is the inescapable fact that the Liberal Democrats have been consistently pro-ULEZ. That dates back all the way to 2020 when it was actually a Lib Dem Assembly member who berated the Mayor for not introducing a whole-London ultra low emission zone. Then, closer to home, a Lib Dem Assembly member has welcomed the expansion of ultra low emission zone as “right and necessary” and Sutton’s Lib Dem councillors have been voicing their support for the expansion of ULEZ to our roads for years. One went so far as to state boldly on social media that

“Yes we are in favour of ULEZ”

and voted down a motion moved by the Conservative group on Sutton Council to call on the Mayor to drop it. Even now, even when they are trying to claw back some kind of credibility, they can still only go as far as to say that they want a delay. Well, a delay is not good enough. The only acceptable thing to do with ULEZ is to scrap it. I am looking towards the Opposition Benches: it does not surprise me that it is not only the Labour party who are not here, but the Lib Dems, too.

It is incredibly heartening to see Conservative colleagues working together across London and outside of it, and I congratulate the five Conservative-run councils that have brought forward this proposal. However, having heard your warning about this matter being sub judice, Mr Stringer, I will not go any further than that.

We are not only dealing with constituents who are frustrated and worried—worried to their wits’ end. There are also other groups and sectors who I fear have been left out of this conversation. One is charities—for many charities, buying a new ULEZ-compliant vehicle would be tantamount to financial ruin. I believe that speaks volumes about the weaknesses identified in the heavy-handed approach to ULEZ that has been adopted. Tens of thousands of Londoners, including many people in Carshalton and Wallington, will receive no help from the Mayor of London’s scrappage scheme and, as we have already heard, the scheme is not nearly enough even for those who do qualify. Many Government Members have long argued for a broader and more holistic approach, rather than the current scheme.

That goes back to the crux of the issue. The Mayor of London seeks to punish people for being unable to afford to upgrade their vehicle instead of encouraging people to have a greener lifestyle. Instead of spending millions of pounds on ULEZ enforcement cameras, he could have invested that money elsewhere—for example, on expanding London’s green bus fleet; improving the connectivity of outer London boroughs; beefing up the scrappage scheme; fixing the massive failures in his solar panel roll-out; or bringing back the boiler scrappage scheme that the last Mayor had in place.

Take Carshalton and Wallington as an example. Like the borough of my hon. Friend the Member for Orpington (Gareth Bacon), we have a terrible public transport accessibility rating for a London borough: it is just 2. We do not have the tram, the London overground or the tube; we have bus networks and a limited number of national rail networks. As my hon. Friend said, those are often unreliable.

The expansion of the tram to Sutton was scrapped by this Mayor and yet he has the audacity to say that he will somehow improve the public transport network, which, in our case, is a super-loop bus that already exists and has a limited number of stops. How can my constituents get to work, visit friends and family, and go about their daily lives if they cannot afford the £12.50 daily charge and there is not a sufficient public transport network in place? The short answer is that they will not.

Rather than encouraging people to take action through proactive means, the Mayor has decided to go with the heavy-handed approach of slapping hardworking Londoners—the least well-off in our communities—with an arbitrary fee just to leave their driveways. That is not the way to do things, so I urge the Government to consider again the petitioners’ asks. We cannot allow this ULEZ expansion to go ahead.

HS2: Revised Timetable and Budget

Graham Stringer Excerpts

Tuesday 14th March 2023 Commons Chamber

[Huw Merriman]

When the integrated rail plan was published, it made reference to a Leeds area study that needed to be published, which in itself would unlock money for a mass transit scheme for Leeds. We will shortly bring forward that route study, which will provide the answers on how HS2 trains can go up to Leeds. Until then, the safeguarding will remain in place. I am keen that we get those answers, so that we either find a solution to get HS2 trains up to Leeds—again, that will be down to the study and responses—or, if that is not possible, decisions will need to be made about land and property that is currently blighted. That will occur once the route study has been published and responded to.

[Graham Stringer (Blackley and Broughton) (Lab)]

I have great respect for the Minister, but I feel sorry for him today, because he is having to defend the completely worthless words of previous Secretaries of State for Transport, and Ministers, over a decade. Let me explain to him what is really happening. The Government are showing, yet again, their complete disdain for the north of England: no trans-Pennine investment, after 13 years of this Government; cuts to phase 2b; and cuts to the rest of high-speed rail. This is not about the economy because, when one looks at Crossrail 1, the Oxford-Cambridge link and all the rest of the investment in the south-east, there are no cuts. We have seen the Treasury take control of transport, putting the money where it always likes to—into London, not the north of England—and we know where that will lead. It will lead to tax cuts that will benefit the south of England at the start of next year for the general election.

[Huw Merriman]

I have the greatest respect for the hon. Member, and I served alongside him on the Transport Committee, but I take issue with him on there being no investment going into the north. The integrated rail plan is £96 billion of investment going to the north and the midlands. The HS2 statement commits to the completion of Old Oak Common to Curzon Street because that is where the construction is being delivered. It talks about a rephasing of two years on the section that goes to Crewe, and on the line from Crewe to Manchester—phase 2b—there is no change to the indicative timeline at all. Once phase 2b is delivered, we will see the benefits of Northern Powerhouse Rail, which we are committed to as well. I could not speak to projects in the south-east that are anything like those I have mentioned over the last minute, because the bulk of the investment in rail is going to the north and the midlands, and that will continue to be the case.

Airport Parking Charges

Graham Stringer Excerpts

Wednesday 2nd November 2022 Westminster Hall

[Mr Lord]

I have two points. On the point the Minister just made, normally a service provider will provide a service for which they charge. There is no service being provided. We just want an area where we can drop off our passengers. To go back to the earlier point about sustainability and air quality around Heathrow: if that was a main driver, should not electric and low-emission vehicles be able to drop off for free?

[Graham Stringer (in the Chair)]

Order. I remind the hon. Gentleman that interventions should be short and to the point.

[Huw Merriman]

I will go into detail on the second point, but to come back to the point about electric vehicles, that is something that airports are developing. They are slightly hampered by the lack of HGVs, but it is something that they are working on in conjunction with other matters.

Let me address the point that drop-off zones were supposed to be temporary during covid. Airports have been implementing drop-off zones and charges since before the pandemic, as part of their work on delivering sustainable and affordable travel options. Charging for the use of drop-off zones may encourage airport users to make more journeys to airports by public transport, which will assist with the wider sustainability ambitions of the Government. However, I recognise that at airports such as Bristol, rail options are few and far between. As demand for air travel returns, with people understandably keen to resume their lives, airports have further indicated that drop-off charges will help to avoid a car-led recovery.

I know that information and signage is important to my hon. Friend the Member for North Herefordshire. Given the choice for drivers, it is even more important that airports are transparent in their parking offer. The Government expect and encourage airports to be clear on the available choices for parking on their websites, along with information on how to access them. I agree with my hon. Friend’s comments on this matter. This information must ensure that there is a clear and visible signage point at the airport to ensure that drivers are well informed and aware of the arrangements and requirements, as well as the other parking options. I have raised this matter with my colleague, the aviation Minister, Baroness Vere, to see whether we can underline the importance of this matter in our communication with airports, and she has confirmed she will do just that on behalf of my hon. Friend the Member for North Herefordshire.

Avanti West Coast Contract Renewal

Graham Stringer Excerpts

Tuesday 25th October 2022 Commons Chamber

[Kevin Foster]

As I have said, departmental officials engage with Avanti on its recovery plan, as I touched on in an answer to a previous question: it is about not just accepting its assurance but going into the details of what the plan is. Every week, there is engagement at senior management level. Ministers are engaged through departmental teams with the progress that has been made on reassurance. As I have said, at the moment we are confident that Avanti can deliver its plan in December —there is a requirement for trade union co-operation as well, which we accept is slightly out of its control—and that is our key focus in ensuring that we manage this every day, as we are conscious that significant improvement is needed.

[Graham Stringer (Blackley and Broughton) (Lab)]

It is no accident that Avanti has reached the pinnacle of incompetence within the rail industry. It has done that by cutting costs and putting profit before service and people. It has damaged the economy all the way along the west coast main line. People who use that line do not want it to continue. I do not want it to continue. Why is the Minister giving this dreadful company a second chance?

[Kevin Foster]

As I have already said, we are clear that the six-month extension is to give Avanti the final opportunity to implement the improvement plans that it has put in place, which we are starting to see the benefits of—we are starting to see drivers coming through—and that will then allow us to take a final decision in the early part of next year about what happens. Alongside all that, we are already doing the relevant preparations in the OLR.