Transport for London Bill [Lords]

Lilian Greenwood Excerpts

Tuesday 9th September 2014 Commons Chamber

[Lilian Greenwood (Nottingham South) (Lab)]

We have already heard some important contributions to today’s debate, but may I begin my speech by saying that it is a pleasure to see my hon. Friend the Member for Hammersmith (Mr Slaughter) in his place—well, almost in his place—this afternoon? I know he has followed the Bill’s progress closely and that it affects a matter of great concern to his constituents. It is important not only that Hammersmith has a Labour MP, but that Hammersmith and Fulham is now a Labour-run local authority. It was supposed to be the Prime Minister’s favourite council. Well, the people of Hammersmith delivered a resounding verdict on that project last May.

The Earls Court development in my hon. Friend’s constituency is close to the heart of many people following today’s debate, and I will discuss it in more detail shortly, but first I want to say a few words about Transport for London and its current legal framework. The Greater London Authority Act 1999 was one of the longest pieces of legislation passed to date, containing 35 schedules and more than 400 clauses. It was also one of the most important Acts passed in the first term of the last Labour Government. For too long, London’s political governance had been subject to sudden changes imposed by Westminster. Since the second world war, the general pattern was of political interference, and by 1997 there was a serious investment backlog. The transformation since then of the underground, London’s buses and the overground rail network is there for all to see.

It is to Transport for London’s credit that under devolved management it has risen to the challenge of meeting the rapid rise in demand for public transport. It is also overseeing the successful delivery of Crossrail, and just yesterday a new consultation was published on proposals to extend the Gospel Oak and Barking line to Barking Riverside. It should be acknowledged that over the past 15 years TfL has delivered substantial service improvements.

As we have heard, this private Bill has a long history. There have been some changes since it was first introduced in 2011, but the current proposals can be summarised as transferring additional borrowing powers to TfL’s subsidiaries and allowing them to enter into limited liability partnerships under clause 5. We are not opposed to the principle of allowing greater commercial freedoms to Transport for London, but it has to be recognised that there are particular sensitivities around the Earls Court development, especially as Hammersmith and Fulham council is now seeking discussions with the developer and carrying out a review of its contractual commitments.

TfL is the freeholder for Earls Court exhibition centre. The history of that planning application, which the Mayor of London granted last year, is well known. In this climate, the powers contained in clause 5 have attracted a great deal of scrutiny. It is therefore reasonable to ask that in this development and others, TfL should seek to gain the best value for taxpayers’ money while maintaining a commitment to provide decent, affordable homes and take all other social and environmental factors into consideration, including the future needs of the transport network, as my hon. Friend the Member for Hayes and Harlington said in his detailed and knowledgeable speech.

[Ms Abbott]

Is my hon. Friend arguing that the Bill will have an effect on Earls Court? My understanding is that the deal in relation to Earls Court, whether it was a good deal or a bad deal, has already been done.

[Lilian Greenwood]

My concern is that the Earls Court development is one of the issues potentially affected by this Bill. I think there are further discussions to be had. Perhaps that provides a bit of a precedent, or an example of why concerns are being raised about this Bill.

It is also reasonable to ask that TfL’s subsidiaries maintain a commitment to those public service values even when they are acting in partnership with commercial developers under the terms of the Bill. Where local authorities and other representative groups have dealt directly with TfL, they need to have confidence that past agreements will not be rendered void just because a limited liability partnership has been formed.

Given the concerns that my hon. Friends have rightly raised, Labour Members expect further reassurances from Transport for London and the Secretary of State. The way in which these powers are used must be subject to scrutiny. It is vital that TfL fully engages with communities and local councils as this Bill progresses through Parliament.