Off-Road Vehicles (Registration) Bill

Katherine Fletcher Excerpts

2nd reading
Friday 19th April 2024 Commons Chamber

[Anne McLaughlin]

I thank my hon. Friend for those words, and I echo what he says about our colleagues Bob Doris and Councillor Allan Gow. Constituents in Glasgow North East have been calling, emailing and messaging me about the antisocial and completely improper use of off-road vehicles, be that off-road motorbikes, quad bikes or high-powered electric motorcycles. They simply cannot get peace from them. Thus, my Bill calls for the compulsory registration of all off-road vehicles.

[Katherine Fletcher (South Ribble) (Con)]

I commend the hon. Lady for bringing this Bill forward, because she has identified an important issue. The use of off-road motorbikes especially, but also of high-powered e-bikes—battery bikes—is a problem in Leyland. I was recently subject to some quite unpleasant antisocial behaviour from what looked like young men on off-road bikes with no registration. I had to follow them into the back of the Leyland estate, and, in being so discourteous to the people of Leyland, they nearly knocked a child down. Does the hon. Lady agree that anybody going out on the road on a vehicle that they should not be on, should think very hard?

[Anne McLaughlin]

I agree with the hon. Lady, although electric bikes are not—yet—included in the Bill. According to my mother, who is 84, anybody on a bicycle should have to have a registration plate, so that she can report them to the police when they whizz past, disorientating her, on the pavement. I have said to her, “I’m not including that, Mum”, but I join the hon. Lady in urging users of all powered vehicles, and all pedal bikes, to be courteous and aware of pedestrians.

To be clear, the Bill is not a ban, or a clampdown, on fun. I know—well, I am told—that off-road biking is fun, and I would like there to be somewhere, possibly in my constituency, for people who use them for fun to be able to do so safely without disturbing the peace for residents. I also know that there are people who use them legitimately in their line of work, such as farmers and construction workers. This Bill is not about them; it is about the people who choose to use off-road vehicles antisocially, dangerously and completely improperly. I will explain what I mean by that when I share the experiences of some of my constituents.

A compulsory registration scheme could help to alleviate the widespread theft of off-road vehicles from both rural and urban areas, so my proposals could benefit those who use off-road vehicles correctly. Getting those vehicles registered would hardly be the biggest deal in the world. In fact, that would most likely take place when they are initially purchased from dealers, much like the way our cars are registered. We all have to do paperwork that we do not want to do, but if it is for the benefit of the wider community, surely that is not too much to ask. When we say “off-road vehicles” in the Bill, we are talking about any vehicles specifically designed to be used off-road—I suppose the clue is in the title—such as quad bikes, trail bikes, scramblers, and four-wheeled motorised buggies. The Bill gives the Secretary of State the scope to define that in a non-exhaustive list.

The hon. Member for South Ribble (Katherine Fletcher) mentioned electric bikes, which have become contentious as the technology moves on; there is a consultation on them at the moment. This Bill will include electric motorcycles, but not electric bicycles, which use electric motors as an aid to pedal power. However, if it was felt at some point in the future that the power in those bikes was sufficient to require registration, the Bill would allow them to be included by a future Secretary of State.

The Bill calls for all off-road vehicles to be registered in much the same way as cars. It calls for an identifying mark to be required on each of these vehicles, similar to a car registration plate but tailored to the size and shape of the vehicle. We need to consult on how they might be fixed to the vehicles and how that might affect their normal operation. The reason I am determined that a registration is displayed is that if we see a car without a registration plate, it will be immediately apparent that something is not right. It grabs our attention and, more importantly, that of the police. It needs to become the norm for off-road vehicles to have a visible mark, so that if it is removed or replaced and does not match an identifying mark from the body of the bike, the police can do something about it.

The Bill has scope for an exemptions list. I have deliberately kept that open, because much as I have consulted, the Secretary of State will be in a far better position to fully consult users; I note that there are some concerns in farming communities. Exemptions could be made for those who use the vehicles in association with professional sporting bodies. Motorsport is expensive, and anything that adds to the cost of enjoying it or deters people from taking part must be taken into consideration.

I have consulted widely with my constituents, who replied to my campaign in their hundreds. They are overwhelmingly in favour of the Bill, for reasons that will chime with many Members here. Children are unable to play outside because these vehicles are mounting the pavements or racing through the play parks at speeds of up to 60 mph. People are unable to sleep because it is happening through the night and the noise becomes unbearable. My constituents are unable to relax in their own home after a long day because they cannot even hear the TV.

Older people are nervous about going out. I have talked about my mum, but I heard from a constituent who likes to assist their 90-year-old, visually-impaired mum on a walk with the aid of her stroller. They cannot do that now because of the number of these bikes in the area.

Midge Hall Railway Station

Katherine Fletcher Excerpts

Wednesday 17th April 2024 Commons Chamber

[Katherine Fletcher (South Ribble) (Con)]

May I say how grateful I am to the Speaker for granting this important debate, and to the Minister for responding? The topic is a train station called Midge Hall, which is to the west of Leyland. It provided a much-loved local service, but unfortunately, during the Beeching cuts, it was designated for closure. What happens now for the people of west Leyland is that a train comes along to Midge Hall station and stops, and the passengers peer out at the platform, but they cannot get off, and no one can get on. This has been described as nonsense, and the people of Leyland and the broader communities of South Ribble have said to me on many occasions that they agree.

Let me examine, with the House’s permission, why I am trying to fix this situation. Midge Hall was originally closed back in the ’60s. It sits on a line that goes directly between Preston and Liverpool. I was not around on this planet to understand the rationale for the closure at the time, but there has subsequently been a significant development, in the form of a trading estate not too far a walk from the station. There has also recently been a wonderful brownfield development of homes on the old Leyland test track, where the heavy goods vehicles used to be whizzed around in circles. You can imagine the size of it, Madam Deputy Speaker. Houses are being built there, and the ultimate plan is to have up to 2,000 people living there, within a very short walk of Midge Hall station.

Let me return to the train station. Why does the train stop, allowing passengers to peer out at a platform they can only dream of using, then carry on? It is because the line switches to a single track there, so the train has to stop for the exchange of a safety token. This means that there is already dwell time at the station, because the trains already stop there. We are looking for an opportunity for investment in new station platform access and buildings. There is a precedent. Recently, near Liverpool, a train station of a similar age and ilk was reopened and connected to the Merseyrail network. The station works cost approximately £13 million, so even with some cost inflation, thanks to Vladimir Putin’s war in Ukraine, we are not talking about an unachievable amount of money to allow passengers to get on and off a train where it already stops to exchange a token.

Let me talk about the broader issues, because it is not just that nonsense that I am trying to right. There are businesses within walking distance that are not served well by public transport, and approximately 1 km south of the site, within easy access of an active travel walkway and cycleway, the Government have a planning application for a third prison at Ulnes Walton. That decision is with the planning inspector, who, extraordinarily, reopened the planning inquiry just to focus on the issues of transport and infrastructure, and the servicing of the new prison. I politely suggest to the Minister, and Ministers in the Ministry of Justice, that reopening Midge Hall station will be important in addressing some of the issues that are being considered by the Planning Inspectorate, given the station’s proximity to this new development site.

But that is not all. I am a Conservative and a realist; I understand that we need to use taxpayers’ money well. The issue is not just use of the existing train and platform. There is an opportunity to make the Preston-to-Liverpool train service zing even more. As the Minister well knows—he is a dedicated and passionate advocate of the railways—when Merseyrail was created, it made a decision to have trains running on a third rail, an electric rail that runs alongside the track and supplies electricity to the trains. The point where Merseyrail turns into Northern Rail—where Liverpool turns into Lancashire—is at Ormskirk, which is a wonderful town. The line that the trains use stops at Ormskirk, because buffers have been put up. Those buffers are purely administrative; they demarcate the point to which Northern trains run the service, and from which Merseyrail trains run the service. Anybody using the line from stations in my patch—from Croston or Rufford, for example—who wants to go to Liverpool gets the train to Ormskirk, stops, gets out, toddles down the platform, past the set of buffers, waits for the Merseyrail train to come, then gets on that and continues their journey to Liverpool.

Previously, with the technology available, it was expensive to try to run trains directly from Liverpool to Preston because of the question of how we would supply electricity to the trains. Installing the third-rail infrastructure is expensive; given the need to store overhead electricity, it is not a cheap job. Here, the miracles of modern science and wonderful engineers in the UK and around the world come to the rescue, with the recent innovation of battery-powered trains. Merseyrail is already starting to run battery-powered trains to solve problems like this one. When the third rail ends, trains continue their journey on standard rails, with no additional electricity needed. They go to their station, come back, pick up the third rail and their charge, and carry on.

My argument to this House, and to the Minister, is that removing the buffers at Ormskirk and installing battery trains on the line will improve the service, allowing for a direct connection from Leyland, Lostock Hall, Preston, Croston, Rufford, Ormskirk and the stations beyond to Preston or Liverpool. Furthermore, this innovation will improve the usage of the line, which will result in greater footfall at Midge Hall, which will further improve the case for allowing people to get the train from there.

For context, if somebody who is on the Midge Hall side of Leyland wants to get a train to Liverpool, they walk all the way across Leyland to the main Leyland station, which picks up a line that goes via Wigan, then comes in through the east of Liverpool. There is enormous support in South Ribble for a direct service between Preston and Liverpool. That would cut journey times and carbon emissions, and open up leisure opportunities involving Liverpool’s fantastic nightlife, which has been highlighted wonderfully this weekend, after the warm welcome that all Liverpudlians gave to visitors to the Grand National. All those opportunities are unlocked by infrastructure.

As I am sure you are aware, Madam Deputy Speaker, the idea behind the northern powerhouse—a passion of many of us in this Chamber, not least you—is to grow the economics of the north of England through agglomeration economics, which is, in part, the idea that better joining up communities creates a larger spread, which allows for economic growth. Infrastructure is the tool that connects those communities to deliver economic growth and a northern powerhouse. What is not to like?

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Motion made, and Question proposed, That this House do now adjourn.—(Joy Morrissey.)

[Katherine Fletcher]

I have spoken about how trains already stop at Midge Hall station, which has a signal box and a signalman, and how passengers can see a platform but cannot get on or off. I have spoken about the opportunity to further improve the line by creating direct trains between Liverpool and Preston by removing the buffers at Ormskirk that currently prevent trains from running straight through. I have spoken about battery-powered train technology, which would allow trains to run from Ormskirk to Preston without spending enormous amounts on transport infrastructure. But there is one final part of the picture.

Rosie Cooper, the former West Lancashire MP, is wonderfully articulate about the public transport gaps in central and west Lancashire, and one more thing that Beeching removed that would make Midge Hall and the Liverpool to Preston connection sing if they were reinstated is the Burscough curves. For context, the railway line from Preston to Ormskirk and Liverpool crosses the railway line from Southport to Wigan. Historically, two curves allowed trains to go directly from Southport to Preston or Liverpool.

I note the presence in the Chamber of my hon. Friend the Member for Southport (Damien Moore). If he wanted to visit me in Croston, he would have to get on a train from Southport to Wigan, walk across to a different station in Wigan, get a train to Leyland or Preston and then get a train down on a different line. In the 21st century that feels more like a game of logic than a piece of transport infrastructure. Although I accept that is a larger task than reinvigorating an old platform or removing the administrative buffers, it would be remiss of me not to talk about it in the context of this scheme and the case for Midge Hall.

I have spoken to the stakeholders, and they all suggest that the first important step is a feasibility study. A feasibility study on reopening Midge Hall station was conducted in 2019 and showed a potential issue with dwell time. However, thanks to this Conservative Government, we have replaced the hated Pacer trains, which took a long time to stop and a long time to start. There is a case for looking again at the opportunities for reopening the station without affecting the timetable.

I was with Network Rail executives at the Midge Hall site on Friday, and they had no objections in principle to the scheme. They could see the support for the railway, with two packed carriages heading down for ladies day at the grand national.

Will the Minister consider doing a feasibility study? Will he consider finding the funding to open Midge Hall, and to supporting us to do so? Will he help me to work with both Northern Rail and Merseyrail to get rid of the buffers at Ormskirk and to introduce a battery train service to reinvigorate the line and the broader region? And does he consider reopening the Burscough curves to be feasible? Although that is separate from the two issues I have raised today, it is an important part of improving rail infrastructure across west and central Lancashire.

Oral Answers to Questions

Katherine Fletcher Excerpts

Thursday 21st March 2024 Commons Chamber

[Huw Merriman]

As my right hon. Friend mentions, additional funding through Network North will help. Network Rail has been working with the taskforce and its consultants on timetable capacity and analysis, to see whether there is a smarter way to deliver additional services, with fewer infrastructure interventions. We expect that work to complete next month. I would be delighted if my right hon. Friend would join me and leaders of Worcestershire and Oxfordshire County Councils, and her neighbouring MP, to discuss this matter in the coming weeks.

[Katherine Fletcher (South Ribble) (Con)]

12. What steps he is taking to improve transport connectivity in cities in the north of England.

[The Secretary of State for Transport (Mr Mark Harper)]

Network North announced £19.8 billion of investment in the north of England, including £2.5 billion for the local transport fund, and is increasing the city region sustainable transport settlements to £12.4 billion from 2027. My hon. Friend’s local authority, Lancashire County Council, will receive nearly £500 million from the local transport fund, an additional £7 million for the bus service improvement plan, and an uplift of £244.5 million for road resurfacing.

[Katherine Fletcher]

To truly build our northern powerhouse and contribute to economic growth, direct connections between cities such as Liverpool and Preston are really important. Does the Secretary of State agree that taking out the buffers at Ormskirk, which were put in for purely administrative reasons in the 1960s and prevent direct trains, is a great idea and that such services would be further enabled by battery technology? Does he agree that that would enhance the case for stopping the nonsense at Midge Hall station, which was closed by Beeching in the ’60s, where passenger trains stop but passengers can only peer out at the platform because they cannot get on or off?

[Mr Speaker]

It’s true.

Zero-emission Vehicles, Drivers and HS2

Katherine Fletcher Excerpts

Monday 16th October 2023 Commons Chamber

[Madam Deputy Speaker (Dame Rosie Winterton)]

Apologies—I inadvertently called two speakers from the Opposition side, so I will next take two from the Government side. While I am on my feet, I remind Members that we have another big statement and an important debate to come, so I urge brevity in questions and answers.

[Katherine Fletcher (South Ribble) (Con)]

When the Secretary of State is looking at Network North, which I do welcome—I thank him very much for the A582 benefit in the Ribble Valley constituency of Mr Deputy Speaker; he will be delighted with that name-check—may I encourage him to think about the structure for funding other opportunities? There is a gap in the market between very large rail schemes and those extremely small rail schemes that are too small for local councils to deliver, such as at Midge Hall in my constituency, where the trains stop at a platform and we have the nonsense of customers not being able to get on or off. Does he agree that we could look at such improvement schemes in Network North?

[Mr Harper]

The rail Minister has listened to my hon. Friend very carefully, and I will ensure that he meets her to discuss that specific proposal.

Low Traffic Neighbourhoods: Latchford

Katherine Fletcher Excerpts

Monday 14th November 2022 Commons Chamber

[Katherine Fletcher (South Ribble) (Con)]

If these decisions are being taken in isolation, no one is considering the integrated transport aspects—closing a road has a knock-on impact on residents in one way, whereas changing a bus service has an impact in another way. Does my hon. Friend think we actually empower councils to do a good job, or are they just working in isolation to their own specific individual goals?

[Andy Carter]

That is the whole point of this debate: a decision taken by locally elected members to change a road layout or a bus timetable has a huge impact on people’s lives. It is so easy to forget that one small decision taken in a town hall at 8 o’clock on a Thursday evening can really have an impact on somebody’s ability to get to work on time, or even to get to work. These things are absolutely fundamental to the lives people lead, yet we take decisions without really thinking through the big picture and thinking about how those things play out when looked at as a whole. I absolutely agree with my hon. Friend.

Warrington’s road network struggles to cope with traffic because of the funnelling effect of the bridges over the River Mersey and the Manchester ship canal. Those who know the Westy area of Warrington will be aware that it is surrounded by water to the north and south, with the Mersey and the ship canal, and it has been that way for as long as anybody can remember. As I have explained, this LTN scheme simply will not fulfil its stated objectives; on the contrary, it makes air pollution far worse because traffic sits for much longer and does not flow as it once did, and journeys take longer. The council has failed to take into account the proper environmental and logistical impacts of its plans, which is simply bewildering to me and the many residents who have been in touch to talk about this issue.

On top of that, there is a problem with the entire manner in which this LTN scheme has been imposed without proper consultation or due consideration for local people, which angers both them and me. When councils close off roads that residents and businesses have depended on for their throughfare and trade for so many years, it does not take a genius to work out that it is going to have negative impacts in other areas. No hindsight is required here for Labour; this is simply a case of the council putting through a scheme that has not received proper consideration or had the necessary consultation, and it needs to be reversed. As my right hon. Friend the Leader of the House put it so well in her response to my question a few weeks ago, councillors should take note of what local people are saying, not just because it is their job as representatives, but because local people will more often than not have the best ideas about how to manage particular situations that affect them through their own lived experience.

Before I close I have some questions for the Minister, and I would be very grateful if he could give me some responses either now or in writing later. My constituents are keen to understand what assessment the Government make of the value to be gained from funding when it is allocated to schemes such as the one in Westy. How does the Department for Transport monitor the environmental and air quality benefits in areas where LTNs are introduced? Warrington has some of the worst air pollution levels of any town in the north of England because of the motorway network that surrounds it—the M6, the M62 and the M56 are all nearby—but can we really see whether introducing an LTN will make a difference to the air quality in particular areas if we are not putting any additional equipment in place to monitor what is actually happening there?

When councils make bids for active travel funding, how do the Government ensure that there is some level of joined-up thinking, as my hon. Friend the Member for South Ribble (Katherine Fletcher) mentioned, so that where motorists are penalised and are unable to drive on certain roads, suitable alternatives are provided for them so they can still get to work? Are there any penalties for local authorities that apply for trial funding but later realise, having run a trial, that it did not work?

What level of local engagement and, critically, support should schemes have before they are introduced in a local area? If a local authority carries out a survey before introducing a low traffic neighbourhood and sees that people do not support it, is that justification for not going ahead with the scheme, or should it push ahead anyway because it would be good for local people? Finally, will the Minister confirm that the scheme in Westy was put forward by local councillors for central Government funding and not the other way round?

I have been clear in my opposition to the Westy low traffic neighbourhood scheme. I oppose it because my local constituents tell me that it is making their lives more difficult and, as long as my constituents continue to be affected by ill thought out decisions by the Labour borough council, I will continue to hold the council to account in this place and in Warrington.

Oral Answers to Questions

Katherine Fletcher Excerpts

Thursday 13th October 2022 Commons Chamber

[Mr Speaker]

Minister, welcome.

[The Parliamentary Under-Secretary of State for Transport (Katherine Fletcher)]

Well, this is not remotely intimidating!

The longer-term settlement agreed with the Mayor in August sets a framework for Government funding until March 2024 and gives certainty on transport in London. It is based on commitments made by the Mayor during previous agreements and it is now down to the Mayor and Transport for London to deliver. Progress under the most recent funding settlement will be regularly monitored to ensure fairness to the national taxpayer.

[Bob Blackman]

I thank the Minister for that answer.

May I also commemorate the tragedy that took place 70 years ago last weekend at Harrow & Wealdstone station, in my constituency? A number of events were held in Harrow to commemorate that event, and I thank the Minister of State, Department for Transport, the hon. Member for Torbay (Kevin Foster) for mentioning it.

On the long-term settlement for TfL, the Mayor has committed £500 million-worth of savings, but thus far we have heard nothing about what savings are to be made, and it appears that no progress has been made. Will the Under-Secretary commit to holding the Mayor to account and making sure that those savings are resolved before that funding is provided to TfL?

[Katherine Fletcher]

The long-term funding settlement does not include a condition that requires the Mayor to make or report on specific savings targets. It is for the Mayor and TfL to deliver within the funding outlined in the settlement, which provides security until March 2024 and is, I remind my hon. Friend, the fifth package of support the Government have provided to TfL for covid recovery. I remind the House that TfL was originally set up to be independent of central Government in terms of its income and spend. The current settlement returns to that model as a whole, and it is for the London Mayor to decide how he controls his costs and looks for efficiencies within TfL. We will continue to monitor his progress to ensure that taxpayers’ money is used fairly to support London’s commuters.

[Jerome Mayhew (Broadland) (Con)]

12. What recent discussions she has had with Cabinet colleagues on taking steps to support motorists with fuel costs.

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[Bob Blackman (Harrow East) (Con)]

T4. Over the summer, the Mayor of London conducted a consultation on expanding the ultra low emission zone across outer London. Two thirds of those responding said that they do not want it and that they want it stopped. Clearly, the Mayor is preparing the ground to introduce this against Londoners’ wishes, so will my hon. Friend on the Front Bench—whoever is going to answer—agree that we should completely reject this imposition on motorists in outer London and make sure that the Mayor cannot use any of the subsidy that is being provided to Transport for London to introduce such a scheme?

[The Parliamentary Under-Secretary of State for Transport (Katherine Fletcher)]

With a daily charge of £12.50, I can understand why my hon. Friend’s residents are concerned. I remind him that the Mayor’s powers do not allow for revenue-raising schemes in their own right, but only those that deliver policy outcomes such as those relating to air quality and/or congestion. The consultation, which has been run by the Mayor, is now closed and we are expecting a response this year. I understand that my hon. Friend may have concerns about how responses have been considered as part of that consultation, and I would support him in directing them directly to the Mayor, Sadiq Khan.

[Mr Speaker]

I call the SNP spokesperson.

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[Karl MᶜCartney (Lincoln) (Con)]

It is welcome that the North Hykeham relief road, championed by myself since 2004 as a requirement for my Lincoln constituents as part of the eastern bypass, was highlighted by the Government as a project for accelerated delivery in the Chancellor’s mini-Budget. However, the welcome £110 million DFT funding is still £80 million short of the estimated total cost of the scheme. Is consideration being given by current DFT Ministers or officials to upgrading the £110 million by inflation?

[Katherine Fletcher]

My hon. Friend is a remarkable champion for Lincoln. He will forgive me if I quote the late Queen and say that I am in my salad days as a Minister, so perhaps we could meet directly and I could look at the scheme details at more length.

[Marion Fellows (Motherwell and Wishaw) (SNP)]

T6. Given that more than 1 million people are using e-scooters on roads across the UK and the UK transport Bill will seek to legalise them, Guide Dogs Scotland has concerns for the safety of people with sight loss. What plans are there to cap the speed, weight and power of e-scooters, introduce mandatory dock parking and provide a sufficient public information campaign so that the law is understood and those with sight loss feel confident using our streets?

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[Maria Caulfield (Lewes) (Con)]

Parishes in my constituency such as Ditchling and Ringmer want to introduce road safety measures including reducing the speed limit and cutting the number of HGVs coming through the villages, but they have been told by the local highways authority that not enough fatalities have occurred. Will the Minister outline how we can change the policy so that we can make villages in my constituency safer?

[Katherine Fletcher]

My hon. Friend is a fantastic champion for her rural communities and villages. We know that inappropriate speed is particularly significant, and speed limits are one tool to address that. We believe that local transport authorities are best placed to know their local areas, so the Department for Transport has rightly given the power to vary speed limits to them and issued guidance to support them in striking the balance between safety, the data, enforcement and other factors when making those decisions. I am happy to write to her with further details.

[Mr Speaker]

I call Alex Sobel.

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[John Glen (Salisbury) (Con)]

I thank the Secretary of State for reaching out to me in the early days in her new role. I urge her to make a final, binding decision on the tunnel at Stonehenge on the A303. We have been waiting nearly eight years for a definitive statement and I would welcome a decision by the end of this month.

[Katherine Fletcher]

I thank my hon. Friend for his question. I read a weighty document on the A303 recently, and perhaps we can meet to discuss it in more detail.

[Mike Amesbury (Weaver Vale) (Lab)]

I welcome the new Ministers to their places. What recent discussions has the Secretary of State had with the Secretary of State for Levelling Up, Housing and Communities about the excellent Winnington bridge and transport corridor round 2 bid?

High Speed Rail (Crewe - Manchester) Bill

Katherine Fletcher Excerpts

2nd reading
Monday 20th June 2022 Commons Chamber

[Wendy Morton]

I see my hon. Friend nodding. We have been working closely with Greater Manchester stakeholders since 2013 to understand their reasons for supporting the idea of an underground station at Piccadilly, but I will leave it to him to say more.

[Katherine Fletcher (South Ribble) (Con)]

I am grateful to the Minister for being kind in taking a range of interventions.

I observe from their interventions that Opposition Members’ mindset might best be characterised as making the perfect the enemy of the good. Does the Minister agree that this £96 billion investment will transform Piccadilly station?

[Andrew Gwynne]

It won’t.

[Katherine Fletcher]

It doesn’t half sound like you are picking holes in it because you want to play politics. This is the best thing for the economy in the north of England.

[Madam Deputy Speaker (Dame Eleanor Laing)]

Order. I will just clear this up. The hon. Lady means to say “he” and not “you.”

[Katherine Fletcher]

I apologise, Madam Deputy Speaker. I meant to say “he.”

[Wendy Morton]

My hon. Friend makes an important point.

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[Andrew Gwynne]

I absolutely agree with my hon. Friend. I will let the House know that we both went on a walk around Piccadilly, with Transport for Greater Manchester officers and combined authority officers, to have a look at what is being proposed and what could be developed there—indeed, the hon. Member for High Peak (Robert Largan) attended the tour as well—and the tour was illuminating.

For a start, keeping the ugly monstrosity of Gateway House on Station Approach in its place means that when people come out of the new Piccadilly station, as proposed by the Government and HS2, they will be at the delivery bay of Greggs. It is just not the welcome we want for Manchester. It is not even the shopfront of Greggs; it is the back door, with the bins and the ovens. Let us have a bit of vision here, and let us free up the front. Let us have a nice piazza, and a nice welcome to Manchester.

More than that, let us get the economic development in place behind Piccadilly station, and do not just take my word for it. Business leaders in the Financial Times today are urging Ministers to revise what they call—not my words—a “hugely shortsighted” design. They say—not me—that the economic development around Piccadilly would bring in the equivalent of £333 million a year of additional economic benefit if we get this right. That is why I do say to Ministers: let us look again at getting a better solution for Manchester and a better solution for the north to Piccadilly station.

[Katherine Fletcher]

I have spent many an hour in the environs of Piccadilly station that the hon. Member mentions. Can he remind the House which political party was in control when that socialist concrete monstrosity was constructed, and can he also remind the House what powers the current Labour Mayor of Greater Manchester, Andy Burnham, has over streetscaping and investment in the town centre?

[Andrew Gwynne]

I would caution the hon. Lady about making a silly political point, because I think Gateway House was probably built in the late 1960s. I certainly know that, for a period of time before local government reorganisation, Manchester City Council was actually a Conservative-controlled council, so she may well find that Gateway House was built under her party’s watch, if she is not too careful. [Interruption.] As my hon. Friend the Member for Blackley and Broughton (Graham Stringer), who was the leader of Manchester City Council for a very long time, says, for four years Manchester, in the 1960s, was indeed a Conservative council. That is a silly point about a building built over 40 or 50 years ago, but it needs to go.

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[Chris Clarkson]

As a proud northerner, I do not think there is any bit of London that cannot be improved by digging it up. I do not think that the same is true of the centre of Manchester.

As for the cancellation of the Golborne spur, I join my hon. Friends the Members for Leigh (James Grundy) and for Warrington South (Andy Carter) in welcoming the reconsideration of that ludicrous white elephant. As hon. Members well know, it was originally included only as a sop to the former Member for Leigh, who is now the Mayor of Greater Manchester. That money could be much better deployed elsewhere, including on integrating our public transport properly.

That point brings me to my favourite subject: public transport. One area on which I can make common cause with the GMCA is that the project needs to be fully integrated into whatever network the Mayor gets around to implementing. I particularly note the call for a new Metrolink station, Piccadilly Central, to be included in the project. I support that call fully, although I will be less than chuffed if central Manchester gets yet another metro station before either Heywood or Middleton is connected to the network.

I urge the GMCA and Transport for Greater Manchester to get their collective digits out of wherever they are, and get on with the feasibility studies that are supposed to deliver these projects. Obviously, levelling up needs to be more than just a railway, but building HS2 is a vital first step towards drawing wider investment into Greater Manchester and the wider north-west. Building this scheme will help to bring businesses, jobs and prosperity to our region.

[Katherine Fletcher]

We have heard in interventions from Opposition Members the idea that somehow this is not enough. Has my hon. Friend considered how many generations of neglect the north of England has had to put up with in its transport and rail infrastructure? Does he welcome, as I do, the fact that it is this Conservative Government who are sorting it out?

[Chris Clarkson]

I absolutely do. For generations, we have had our faces pressed against the glass of economic opportunity, only to be told that it is too expensive for us or that it is not the sort of thing our part of the world needs. It is always an over-investment; then, of course, as soon as we are the ones spending the money, we are not spending enough. It is the Andy Burnham textbook—but people seem to like that, so who knows?

The region, which a couple of centuries ago levelled up this country, and consequently the rest of the world, will be our link to a new economic horizon for the north-west and for the entire country. It will allow us to connect our world-class businesses, our world-class universities and our innovation in science and technology to the rest of the country and beyond. HS2 between Crewe and Manchester is a major step towards rebalancing regional discrepancies in investment, and I expect it to have a similar positive effect on economic development elsewhere.

We need to get on with the project now. The longer it takes, the more opportunities are lost. As I have said, it is not just about speed; it is about capacity.

--- Later in debate ---

[Dr Davies]

I thank the hon. Member for that intervention. A huge amount of work has certainly been done with the campaign organisation Growth Track 360, which is looking at that. There is an amazing graphical interpretation to be found online of how it might look, with the train passing Conwy castle; it was developed by a Ukrainian, in fact. It is fantastic.

Today, Manchester and Liverpool can be reached in just over an hour by road, on average, from Rhyl in my constituency. In comparison, existing rail services take about two hours, yet a similar distance by rail in the south-east of this country takes as little as 40 minutes.

[Katherine Fletcher]

I have family there: my nain and taid—well, not mine, but I borrowed them—came from Rhyl. They always used to talk about the income lost to the tourism industries of the beautiful north Welsh hills because the public transport connections were not what they could be. Has my hon. Friend done any assessment of the scale of the economic improvement that could be made?

[Dr Davies]

Yes, work has been done by Growth Track 360 and others to look at improvements that could be made to the regional economy. Tourism, as my hon. Friend says, is right at the top. So many people in the north-west, the west midlands and further afield would visit north Wales if they could get there more quickly.

Poor regional rail services stifle economic growth, including in our vital tourism sector. They suppress efforts to reduce higher-than-average unemployment and result in just 2% of commutes to the north-west of England being made by rail, which is about 80% less than the national average.

I strongly urge the Minister to ensure that when the updated rail network enhancements pipeline is due, it includes an ambitious programme for the north Wales coast main line. Signalling improvements, line speed enhancements, infrastructure to allow express trains to overtake slow trains and capacity improvements in and around Chester station are all required to deliver that programme, as is electrification. Electrification will ultimately be required regardless, of course, to fulfil the decarbonisation agenda, but it needs to be prioritised. Placing all those improvements at the formal RNEP decision-to-develop stage now will allow north Wales and west Cheshire to properly benefit from HS2 and Northern Powerhouse Rail.

--- Later in debate ---

[Robert Largan]

If we are going to spend billions of pounds on a new railway line, we want to make it a fast line. If we were to give in to my hon. Friend’s demands and scrap HS2 tomorrow, we would quickly run up against gridlock on the west coast main line, which is almost at complete capacity already.

[Katherine Fletcher]

The internet is a wonderful thing, and I have just looked at trains from Wellingborough into central London and at trains from Preston into central Manchester, a not dissimilar distance. Should my hon. Friend the Member for Wellingborough (Mr Bone) be in his wonderful constituency, he could get three trains before the trains close even on a day of disruption.

[Esther McVey]

Not today.

[Katherine Fletcher]

I have just checked. And from Preston to Manchester, a similar distance, there is one train because the capacity is not there. Although my hon. Friend the Member for Buckingham (Greg Smith) made a wonderful speech, people need to understand what it feels like to be a rail user in the south-east of England. Does my hon. Friend the Member for High Peak (Robert Largan) agree that capacity is the key point?

[Robert Largan]

Yes, capacity is the key point.

--- Later in debate ---

[Andy Carter (Warrington South) (Con)]

It is a pleasure, as always, to follow my hon. Friend and neighbour the Member for Leigh (James Grundy). I am only sorry there were no Lib Dems here to hear his—[Interruption.] Actually, on reflection I am not.

Back in November last year, we saw the release of the long-awaited integrated rail plan, which set out the Government’s intentions for delivering and sequencing major rail investment across the north of England. That was something I warmly welcomed at the time. On the day of the release, the Prime Minister visited Warrington Bank Quay station. I stood on the platform with him and the Secretary of State and we talked about Warrington being at the heart of the country’s rail network, with the potential to be the best-connected town in the north of England. I am pleased to say that they were both absolutely right. Warrington is being helped by the addition of a high-speed line through Bank Quay station taking us east to west—but I do not want us to stop there. I want a high-speed line to go through Bank Quay station taking us north to south to deliver on the Prime Minister’s statement that we will become the best-connected town in the north of England.

The new high-speed line from Warrington to Manchester and on into Yorkshire will also make use of the Fidlers Ferry goods line to Liverpool. This will create opportunities by releasing capacity on the existing network for commuter trains and freight, meaning that a new station hub can be created at Warrington Bank Quay right in the heart of Warrington town centre.

To give an example of the need to release capacity, just three years ago Warrington Borough Council and the Government spent about £20 million on building a new station, Warrington West, to service the more than 10,000 new homes built in Chapelford and Great Sankey. At the time, it was promised that three trains an hour would pass through that station, taking commuters who chose to live in Warrington into Liverpool and Manchester. Today, one train an hour stops at that station because there is not the capacity into Manchester to be able to accommodate more. As my hon. Friend the Member for South Ribble (Katherine Fletcher) mentioned, if this were in the south of England, we would see many more trains per hour travelling through those stations. The north of England needs to be levelled up, and that capacity is really fundamental.

[Katherine Fletcher]

My hon. Friend is arguably the best MP Warrington South has had for about 40 years. I have constituents in Leyland who want to come to the thriving economic hub that is Warrington, but at the moment there is no public transport option available to them, so the Department for Work and Pensions is supporting them in gaining car or bike transport to take up the economic opportunities from being near Warrington. Will the integrated rail plan and this change to HS2 make it easier to get the capacity in so that Warrington’s growth is growth for the whole of the north-west of England, including Leyland?

[Andy Carter]

My hon. Friend is absolutely right. It will be a catalyst for development not just in Warrington or in Lancashire and Cheshire but for the whole of the north-west of England. That is why the integrated rail plan, with its sequencing and rail investment, is so fundamental for the north of England.

While I was standing on Warrington Bank Quay station, I listened to Opposition spokespeople talking down the £96 billion plan being put forward by Government. There was no recognition of the fact that this Government are putting investment into trains in a way that has never happened before in the north of England—that was completely overlooked by the Opposition parties. There is now an opportunity to deliver on the levelling-up promises and allow people to travel around the north-west of England in a way that they have never done before.

P&O Ferries

Katherine Fletcher Excerpts

Monday 28th March 2022 Commons Chamber

[Robert Courts]

The right hon. Gentleman puts his finger on the centre of the issue—thinking that breaking laws is okay. We saw an extraordinary display last week, when the CEO came here, brazenly admitted breaking the law and said he would do it again. We will make it absolutely clear that that is not acceptable. We will announce later in the week how that will be done. I hope that the right hon. Gentleman will pardon me if we delay until then.

[Katherine Fletcher (South Ribble) (Con)]

I have been speaking to people in South Ribble, and it is safe to say that P&O’s reputation is absolutely in tatters at the moment. Many people say that they will never use the company again. Through the Minister, I thank the Secretary of State for his strong letter this morning. Does the Minister agree that the chief executive officer of P&O Ferries should strongly consider his position?

[Robert Courts]

I do.

Taxis and Private Hire Vehicles (Disabled Persons) Bill

Katherine Fletcher Excerpts

2nd reading
Friday 14th January 2022 Commons Chamber

[Mr Gagan Mohindra (South West Hertfordshire) (Con)]

I thank my right hon. and learned Friend the Member for Kenilworth and Southam (Jeremy Wright) for securing this important debate. I think this debate ties in nicely with the one we had earlier about careers advice and improving the prospects of all of our population to make sure that they make the best use of their full potential.

As my good friend, my hon. Friend the Member for Hertford and Stortford (Julie Marson), has said, the statistics show that disabled people are twice as likely to make journeys by taxis and private hire vehicles as non-disabled people, so it is really important to ensure that disabled people do not experience discrimination when booking, taking or paying for journeys. If anything we should proactively ensure—and I think the Bill does this—that there are no barriers to entry so that those who are less able can make the best and the most of our society.

As the House will know, my constituency of South West Hertfordshire is a lovely rural constituency, and we are therefore reliant on private hire vehicles or personal transport. While we have some great transport links north to south via both train and tube, our connectivity via buses—this is one of my local campaign items—does need improving. I look forward to working with the Under-Secretary of State for Transport, my hon. Friend the Member for Aldridge-Brownhills (Wendy Morton), whom I welcome to her place, in ensuring that South West Hertfordshire levels up, like the rest of the country, so that people can do the right thing by not necessarily jumping in their private car but using public transport where appropriate to help improve the environment.

On this point, I commend the excellent work of my own local cab company, John’s Taxis, which I use frequently to commute in to the Chamber. I know from first-hand experience how customer-focused it is ensuring that all of its consumers do use and are able to use its vehicles so that they can get around. Reference was made earlier to the importance of this particular sector during the global pandemic, and while most people had to isolate, just the ability to get out and about when needed was quite critical in some instances, and it is definitely worth applauding the efforts of those in this sector.

Right hon. and hon. Members will be aware that there are already legal rights in place preventing drivers from denying lifts to wheelchair users and assistance dog owners. The Bill is correct in drawing attention to the need to make sure that the same rights are extended to people with walking frames or sensory, communication and cognitive impairments, who often face being overcharged for their journeys, denied vital assistance or actually denied carriage altogether. I am aware that my Government are looking to create an inclusive transport network by 2030, and I think the Bill works hand in glove in ensuring that.

Finally, I want to make sure that we commit all drivers to accept passengers with disabilities, refrain from charging them extra and provide them with appropriate assistance. By doing this, we will create a fairer society and one that empowers everyone, regardless of their ability.

[Katherine Fletcher (South Ribble) (Con)]

My congratulations to my right hon. and learned Friend the Member for Kenilworth and Southam (Jeremy Wright) on the Bill, of which I am hugely supportive.

Listening to my hon. Friend talking about society and playing together in a fairer society, it struck me that some of the taxi firms in my constituency of South Ribble are really only still here thanks to the Government’s support during the pandemic. We valued them and invested in them to make sure that they came out on the other side of the global health crisis, and this Bill sits within that same bucket, with us all working together to look after the most vulnerable in society. Does he agree?

[Mr Mohindra]

I absolutely agree with what my hon. Friend has said. This House has rightly applauded those who have stepped up to the plate in the last two years during this global pandemic, and I would suggest that the majority of those in this particular sector have done so. Their ability to adapt their vehicles to ensure that consumers had the confidence to use them as methods of transport was really important. I know from my own experience how busy my local taxi company is.The fact that the drivers are on first-name terms with most of their customers shows that, in their own small way, they are part of the community that they are helping with their ability to transport people around.

--- Later in debate ---

[Sally-Ann Hart]

My hon. Friend makes a valid point. When councils are pedestrianising roads, creating shared spaces or whatever else, we should urge them to ensure measures and safeguards are put in place for taxis and private hire vehicles to access those pedestrianised places so that disabled people are not put at risk.

An inclusive transport network is part of the Government’s broader effort to close the 30% employment gap between disabled and non-disabled people of working age. The Government’s existing inclusive transport strategy highlights the inconsistent application of the Equality Act in the duty placed on taxi and PHV drivers, and the Government’s 2021 national disability strategy commits to introducing legislation to strengthen the law on the carriage of disabled people in taxis and private hire vehicles to ensure both protection from overcharging and the provision of appropriate assistance, regardless of the service they choose to use.

This national disability strategy includes a host of initiatives to provide improvements for disabled passengers, such as an accessibility audit for all railway stations, clearer audible and visual announcements on buses, the introduction of legislation for taxis and private hire vehicles, and £1 million to improve access to seaports. I understand the Government partnered with Scope to develop a charter for disabled passengers that will help boost confidence across our road and rail networks, and to produce a practical guide that pulls together disabled passengers’ rights so they understand how they can get from A to B with the dignity and ease they deserve.

Scope research indicates that passengers often encounter a vast number of documents concerning their rights, and these documents can be unclear. Working on this feedback, the charter will bring together existing information for passengers, focusing it into one coherent and easy-to-use format. Once the disabled passengers’ charter is complete, it will be published online to create an all-inclusive facility for passenger rights and complaints procedures. I presume it will include rights in relation to taxis and private hire vehicles.

Taxis and private hire vehicles, along with public transport, should be accessible for everyone, and the charter will help disabled passengers to better understand their rights and the standards they should expect across the network, and how to hold providers to account when their travel goes wrong.

Section 167 of the Equality Act provides only that local licensing authorities may “maintain a list” of wheelchair-accessible taxis and PHVs. However, only 70% of local licensing authorities have done so. This means that drivers in areas without a list have been able to continue discriminating against disabled passengers even if their vehicle is technically wheelchair accessible. To address this, the Bill will require local licensing authorities to maintain and publish such a list, and proposed new section 167A creates new offences where a private hire vehicle operator fails or refuses to accept a booking from a disabled person because of their disability, or where they charge extra for fulfilling any of the disability-related duties specified in the Equality Act.

[Katherine Fletcher]

I thank my—[Interruption.] Oh, I have just stabbed myself with my glasses. Another winning contribution to Hansard.

My hon. Friend is making a much more erudite and technical examination of the legislation than I am capable of producing now. It occurred to me how important it is to personalise the Bill for the individuals involved. A good friend of mine, who had the unfortunate duty of teaching me how to snowboard, had an unfortunate incident and ended up on the British Paralympian sit ski team. Her freedom is her fabulous hand-driven car. If that car is in for a service, however, a refusal from a taxi firm to accommodate her and the needs of her two young children can put her in a pickle, even though she has competed for the country. My hon. Friend is being much cleverer than I am, but does she agree that although the Bill can sound dry and technical, the technical is important for valued people such as my pal?

[Sally-Ann Hart]

My hon. Friend raises a valid point. I am talking about the legal technicalities, but essentially the Bill is about people who are vulnerable and in need, and about taxis and private hire vehicles being compassionate and providing them with the right services. She is right that it is about people—what is politics about if not people?

The Government are committed to transforming the transport network, including for taxis and private hire vehicles, to make it more inclusive and to bring in easier travel for disabled people. The first evaluation report of progress against their inclusive transport strategy was published recently, on 10 January, and it incorporates evidence provided by disabled people on their transport experiences. That important report will help to put future changes in place to create a fairer system for everyone. That is why the Bill, brought forward by my right hon. and learned Friend the Member for Kenilworth and Southam, deserves our wholehearted support.

Transport for the North

Katherine Fletcher Excerpts

Wednesday 24th November 2021 Commons Chamber

[Andrew Stephenson]

Last week, the shadow Secretary of State described £96 billion, the biggest investment in our railways, as “crumbs from the table”. I think we need to focus on what we are delivering, not the amount of money we are putting in. We will continue to work with Transport for the North, as the statutory transport body in the north advising on our plans, and we look forward to continuing to have a positive relationship with it.

[Katherine Fletcher (South Ribble) (Con)]

Way back in 2016, when I was thinner and probably younger looking, I helped a young man by the name of George Osborne set up the Northern Powerhouse Partnership. As part of that, I actually worked with those at Transport for the North in their Manchester Piccadilly offices, and I have to tell the House that I found them partisan, specious and entirely obsessed with Labour party politics. Does the Minister agree with me that what is happening here today is the Labour party finally realising that it does not control the whole of the north of England, and there is more than one way of getting something done?

[Andrew Stephenson]

I am delighted to see my hon. Friend in the House, alongside many other Conservative MPs elected in 2019. I am surrounded by far more Conservative MPs in the north of England than I used to be when I was first elected in 2010, and it is a real pleasure, because people such as my hon. Friend bring real expertise to this House. We want to work with Transport for the North in the same way that we work with Midlands Connect and other sub-national transport bodies across the UK, but as we move into delivering the benefits of these investments sooner, we need to have the Department for Transport as the sole client delivering these projects.