Highways (Financing) Bill

Debate between Mark Francois and Richard Holden

2nd reading
Thursday 15th October 2026 Commons Chamber

[Mr Holden]

The hon. Lady shakes her head, but the Minister has already contradicted her. She should have listened to his speech.

[Mr Francois]

As a south Essex MP, I had my first briefing on the lower Thames crossing about a decade ago. The estimated cost at that time was between £2 billion and £2.5 billion. After, I think, five rounds of consultation, partly at the behest of environmental activists, which have delayed the whole thing for years, we now have a bill of between £9 billion and £10 billion. Under the first plans, the project would have been paid for by the state, but now Government policy is that 90% of it will be paid for by the private sector. I have asked the Transport Secretary three times which banks or companies will pay for it. Does my right hon. Friend know, because she will not tell me?

[Mr Holden]

My right hon. Friend makes an important point. We do not yet know who will fund the project. Would the Minister like to intervene on me to say if any companies have been lined up and who is looking forward to funding this project under the proposed legislation? He does not want to at the moment, so I do not think my right hon. Friend the Member for Rayleigh and Wickford (Mr Francois) will be getting an answer to his question today.

[Mr Holden]

I have just given way several times, so let me make a little progress before I give way again.

The Secretary of State is too busy to bother about motorists until they become useful cash cows for Labour’s ballooning welfare budget, which shows no sign of changing under the new Prime Minister, no matter how many pints he poses with. The Transport Secretary could not even be bothered to mention fuel in her speech at the Labour party conference, even though diesel has just hit £2 a litre for the first time ever. To be fair, she did mention drivers once, but only to tell us that railways are the drivers of change—whatever that means.

Make no mistake: Labour does not care about Britain’s motorists, unless it is making a tax, a charge, a new fine or a new yellow box junction. Labour—its Government, its Back Benchers and its councillors—will never stop trying to fleece motorists. This Bill proves that in spades with its open-ended approach to what could happen. There are new sweeping powers in the Bill for road charging right across England, with next to no future parliamentary approval. It is not even as if the Secretary of State has been out there banging the drum for Britain’s automotive sector; otherwise, we would have seen the changes to the zero emission vehicle mandate that so many in the industry, and some Labour Back Benchers, are demanding. In fact, we have seen Labour turn the screw on this issue even further since it came to power.

We know that some Labour Ministers—such as the hon. Member for Stockton North (Chris McDonald), who is a Minister in the Department for Business, Innovation, Science and Trade—are on the side of motorists. However, the Department for Transport has shown absolutely no indication that it is on the side of Britain’s car industry or those who work in it in good jobs, often with trade union representation, up and down the country. It is not on the side of those who go out and drive for work or for leisure day after day.

What have this Government done? They have been busy merrily cooking up a story with the Treasury and pressing ahead with plans to put an extra 6p per litre on fuel in the new year. They have been busily slicing out road scheme after road scheme and road upgrade after road upgrade. So much for the road investment strategy that the Minister talks about! Under this Government, how can we have any confidence that they will deliver the scheme at all? We have just seen the A303, the Blyth relief road, the A31, the A10, the A12, the A17, the A454 and the A127 growth corridor cancelled, as my right hon. Friend the Member for Rayleigh and Wickford (Mr Francois) just mentioned, as well as many more. The Government have cancelled their own growth corridor!

The Transport Secretary—although she is not here—expects us to swallow the idea that the Government will suddenly be on the side of motorists and road users with this new scheme, which opens the entire road network to potential road charging. As soon as any new enhancement is put in—it may be a central reservation enhancement—it can be opened up to potential road charging.

I read the other day, to my amazement, that National Highways has banned diesel from construction sites on the lower Thames crossing. Are this Government absolutely mad? Are they trying to keep the costs of this project down?

[Mr Francois]

It costs £10 billion!

[Mr Holden]

My right hon. Friend makes a good point.

The Government have devised a new cunning plan. They are not just banning diesel—oh no; they are banning hydrotreated vegetable oil. You heard that right, Madam Deputy Speaker: they are going to wipe out vegetable oils being repurposed as diesel from the sites. The sites will have to be all electric. How much cost will they ram through on to this scheme? In the end, who will pay for that? It will not be the private company that runs the scheme; it will be everybody who crosses the Thames. That is what the Government are doing: driving in costs from day one. This is the biggest road scheme that this country has done in decades, and the Secretary of State is not even here to talk about it.

--- Later in debate ---

[Mr Holden]

I thank the hon. Member—my occasional squash partner—for asking that question; he often beats me at squash. We are not opposed to tolls, per se—we have had them on the existing lower Thames crossing at Dartford for years—but we took them away on the Severn bridge, which is important for our connectivity to Wales. We are totally against opening up the entire strategic road network to charging, which is what this piece of legislation does.

[Mr Francois]

For the record, the first Dartford tunnel opened in 1963, under a Conservative Government, and the Queen Elizabeth II bridge at Thurrock opened in 1991, under a Conservative Government. Is not the risk that if the lower Thames crossing is 90% funded by private finance, which I am not opposed to in principle, the toll charges could be so ruinous that it will be very difficult for ordinary motorists to afford it? We would have some confidence if we knew who was going to fund the scheme, but until we know that, we are going to be worried, aren’t we?

[Mr Holden]

Nowhere in this legislation is there any talk of the exact price that people will have to pay to cross the river. There is no idea of who is going to build the crossing, the cost of it or how much people will have to pay to cross. Huge numbers of open-ended questions are left by this piece of legislation.

As I was saying, my party has outlined plans for how we will reduce the cost of infrastructure, including leaving the Aarhus convention, so that we can tackle the rules that allow costly or protracted legal challenges. The Minister smirks, but that is costing his Department hundreds of millions of pounds a year. If his Government pulled out of the convention, they could deliver some of the road projects that they have just cancelled. That is exactly what we should be doing. At the moment, every man and his dog can challenge the Government on any important piece of road infrastructure being built in the country—or, in Jolyon Maugham’s case, every man and his fox—and use those rules to delay projects and cost the taxpayer. Costs are capped at £5,000 for an individual and at £10,000 for a campaign group, but this situation costs the taxpayer hundreds of millions of pounds a year. That is where the hon. Member for Dartford (Jim Dickson) should look to save money for his constituents when they cross the road in the future, and it is why it took so long for this legislation to come forward—because it took so long for the planning to happen.

What plan have the Government set out? Is it for this country to be a world leader in greenwashing road building and making roads more expensive than anywhere else in the world? We have a Government run by a man whose only care for transport is whether it is in Manchester or not. I have no doubt that if the LTC was somewhere in Manchester, the Government would fall over themselves to get it built, rather than having no answers to the big questions that we have.

Green Belt: Basildon and Billericay

Debate between Mark Francois and Richard Holden

Friday 17th January 2025 Commons Chamber

[Mr Holden]

My hon. Friend is right to make that point. The Mayor of London is being rewarded for failure, just as he was with his knighthood not that long ago. My constituents, many of whom grew up in the area or moved there for the green space nearby, now feel that they face seeing their communities concreted over because of the Mayor of London’s failure.

The green belt was designated by Conservative Governments in the 1930s and Labour Governments in the 1940s. One cannot talk about it today in the context of Basildon and Billericay without talking about Basildon council’s disastrous local plan, which is built on the destruction of the green belt. It will result in the emergence of a contiguous conurbation all the way from Shoeburyness, through the Thames gateway corridor and my constituency, into Brentwood and then through London all the way to Uxbridge on the other side. Essentially, the area from Heathrow airport to Southend airport will become part of that contiguous conurbation.

What I have to say about the green belt rests on so many conversations I have had with county, borough, town and parish councillors, but overwhelmingly on conversations with local residents across my constituency. My argument rests on four main points. First, there is overwhelming opposition to the proposals, especially in the context of London seeing a reduction in its housing targets. Secondly, there are serious concerns about existing and future local services and infrastructure, if this housing goes on the green belt. Thirdly, there will be a need for even more physical infrastructure on whatever remains of the green belt to cope with the proposed development, leading to its further erosion in the future. Fourthly, local residents have broader concerns about why the plan is being rushed through so quickly with the destruction of so much green belt, while our local councils have a gun to their head in respect of the Government’s devolution plans.

I want to be clear: residents of Basildon and Billericay are not against development per se. They are entrepreneurial, hard-working people who love their area. They are also community oriented and have stayed in Essex to raise their family or moved to Essex from London for the green space and greater sense of community. The level of building proposed is on a scale completely out of whack with what other parts of the country away from the south-east face.

[Mr Mark Francois (Rayleigh and Wickford) (Con)]

I am grateful to my parliamentary neighbour for giving way. One of the most worrying things about Labour-run Basildon council’s new local plan is that 17,000 of the 27,000 proposed dwellings—just shy of two thirds of the total—are intended to be built in the green belt. Surely that is environmental and ecological vandalism.

[Mr Holden]

My right hon. Friend is absolutely correct. It would basically mean the merging of Wickford in his constituency with Basildon, as part of the continuous conglomeration of building that would go all the way through Greater London.

Earlier this week, the Minister for Local Government and English Devolution said in answer to my question that Basildon and Billericay residents should be proud of their council and its plans for 27,000 more properties. If every constituency in England was being asked to take what Basildon and Billericay is being asked to take, the Government would have a housing target of 12 million homes by 2040. We are bearing more than our fair share and more than is necessary. It is difficult to see how that is justified when housing targets are being cut for London.

As you can imagine, Madam Deputy Speaker, there is overwhelming local opposition to this. Central Government should be concentrating on densification of brownfield sites. There is a real fear that when the green belt is gone, the green sites left in the constituency will face immense pressure—places such Norsey Wood in Billericay, which will be the only green space for so many local residents. The pressure on the green spaces that remain will be huge, because none of the alternatives will exist.

If this plan is accepted, even with modifications, the towns and villages of the Basildon borough will become part of an amorphous mass. Villages such as Little Burstead, Great Burstead and South Green, Ramsden Bellhouse, Crays Hill and Noak Bridge just will not exist any more. They will be footnotes in the history of Labour’s plans to build, build, build.

There are serious concerns about local education provision, as we already have oversubscribed primary schools. That is particularly acute when it comes to special educational needs, with some of the services being in the constituency of my right hon. Friend the Member for Rayleigh and Wickford (Mr Francois). There are already major pressures on our green belt from the housing plan, and we are not seeing the services to go alongside it. That is particularly difficult for the green belt, because the only place where those services can be built is in that green-belt space. With the plans the council has put forward, what we are seeing is just the start of the erosion of our green belt.

Healthcare is another major concern for local people. We are already seeing acute pressures on primary care services in south Essex, and yet we are expected to take potentially tens of thousands more residents, without any clear guidance from the Government on what will happen or any plans for where the additional health services we will require would be. We have seen recently in the borough a lack of support from Basildon council’s leadership for Conservative councillors in Burstead and Billericay who are trying to push back on plans to close South Green surgery.

Police and fire services are another classic example of where we already face big pressures. The infrastructure required for the fire service and police service to respond within the required times is already being stretched to breaking point. All that extra building on the green belt in constituencies such as mine will just put more pressure on those local services.

That brings me to the need for more physical infrastructure. At the moment, Tye Common Road in my constituency is basically the last bit of green space we see before we get to the greater conurbation of London. That is not going to exist—in the next few years, it will be carpeted with huge amounts of new building. Small local roads that are already over capacity, all of which go through the green belt, will have to be expanded. Whether it is the A129, the A176 or Tye Common Road, which go between Basildon and Billericay, the massive expansion of those roads will further damage the green belt. That is before we even come to the A127 or A13, which run east-west through my constituency or just outside it, and are major arterial routes for the entire region. The green belt is already massively at stake, and I do not want to see it further at stake. I do not want to see massive new road building programmes, but they will have to happen if the Government’s proposals go ahead.

Before I close, I want to mention the future-proofing of these plans. We are seeing the Government push for devolution across the country, and nowhere more so than in Essex. The local plan that has been proposed, with all this churning up of our green belt, may well not be what is wanted by the council that the Government are basically going to impose on us, with a new unitary authority and a mayor, in a couple of years.

I urge the Government to think very carefully. Once the green belt has gone, it cannot be changed back. We need to think again, especially as we face massive local government reform over the next couple of years, pushed forward by this Government. So many properties are being proposed locally for building on green belt land. That means irreversible destruction, and the merging of towns and villages across Basildon borough. It is hardly surprising that local people are outraged by the loss of their green belt. I have yet to find anyone in my area who supports the proposal. The people of Basildon and Billericay, Laindon, Crays Hill, Noak Bridge, Noak Hill, the Bursteads and Ramsden Bellhouse want the green belt to be protected to keep their communities special. They are not against development; they are just against the wholesale destruction of their communities by a Government who do not seem to understand or care about them.

Pie and Mash: Traditional Speciality Guaranteed Status

Debate between Mark Francois and Richard Holden

Tuesday 22nd October 2024 Westminster Hall

[Mr Holden]

I cannot possibly agree with the hon. Member any more. Many of his constituents wander across the road to get to the pie and mash shops in my constituency, and I encourage them to do so even more in the future. He raises an important point about us as a country not recognising some of the great food heritage that we have and what an asset it is to our country.

I had an email from a constituent today—a chef working in a Michelin-starred restaurant in London—who had read about the debate being proposed in Parliament. He and his son agreed that we need to talk up what we have traditionally produced. He said that they love the original pie and mash and that he wishes us every success in the campaign. I thought that was a really good sign. Yes, there is obviously high-end cuisine that we want to celebrate at a national level, and I am sure that is exactly what the Government and DEFRA want to do too, but traditional speciality foods need to be looked at in the broader context and celebrated too.

[Mr Mark Francois (Rayleigh and Wickford) (Con)]

I am grateful to my Essex neighbour for giving way. My pie and mash journey began when I was a child in north London. I then moved to Basildon, and have eaten pie and mash in the Robins Pie & Mash shop many times. I now have two good ones in my constituency: Rayleigh Lanes Café and the Turkish café on the high street, both of which do very good pie and mash, which shows what a cosmopolitan food it has become. Does my right hon. Friend agree that pie and mash is a great British food? I want to do everything I can to endorse his campaign and give it the recognition it deserves.

[Mr Holden]

I thank my right hon. Friend and neighbour for raising that. I cannot wait to come down to Rayleigh and Wickford. Maybe we could do an Essex pie and mash championship and get an awards scheme going—maybe that is the next step for this campaign. But my right hon. Friend also makes an important point. Everybody starts somewhere on their journey with pie and mash. Mine started as a 19-year-old when I moved to east London and came across pie and mash for the first time. If we gave pie and mash a little bit of a status boost with traditional speciality guaranteed status, it would perhaps be opened up to more people, and more people might want to think about it. It would also provide a boost to that sector, particularly as our broader hospitality sector, as hon. Members know, has suffered since the covid pandemic and we are hoping to get it back on its feet.

So what are we after? We are after traditional speciality guaranteed status. We are not after a geographical designation, but we are after something that recognises the important traditional heritage of pie and mash. When do we want it to happen? Well, as soon as possible. I hope the Minister will look forward to working with the Modern Cockneys and pie and mash shops to bring it to fruition.

This debate points to something wider about British culinary heritage, about how we view food in Britain, and perhaps a little bit about how we view our own food in this country. That is something we need to look at again. We need to look at how we can celebrate it more. I hope that, as hon. and right hon. Members have mentioned, other parts of the country will look at how we can champion their local food produce—yes, in order for it to be recognised locally, which is a nice thing, but also for the broader economic narrative, whether that is exports or tourism.

I thank my pie and mash shops in Basildon and Billericay for putting up with me invading them over the last few weeks, particularly Robins, which has had the national media with it over the last couple of days. To everyone, I say: get out there—try that pie and mash. To the Minister, I say: I hope we will be able to get this status. I hope that at the end of this process, we can say to him, “Yes, Pie Minister.”

High Speed 2

Debate between Mark Francois and Richard Holden

Monday 18th September 2023 Commons Chamber

[Mr Mark Francois (Rayleigh and Wickford) (Con)]

For the record, the roads Minister is a very good one, who has had to swap lanes today at short notice. How many of the HS2 stations will have ticket offices? Last Thursday in Westminster Hall, there was a train crash of a debate in which not a single Back Bencher from any political party backed the Government’s proposals. As many people have asked the Minister to pass on messages today, could I add one more, in all good faith? “You are under enough pressure on HS2 as it is. Do yourselves a favour and drop the bonkers proposals to get rid of our ticket offices.”

[Mr Holden]

I thank my right hon. Friend for his comments—he has always been a champion of our road network, and now he is a champion of our rail network as well. I will certainly take his thoughts back to the Department.

Oral Answers to Questions

Debate between Mark Francois and Richard Holden

Thursday 13th July 2023 Commons Chamber

[Mr Mark Francois (Rayleigh and Wickford) (Con)]

10. What recent steps he has taken with Cabinet colleagues to reduce disruption caused by roadworks.

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

Roadworks are essential to ensure the safety and integrity of England’s highway network, and it is also essential that utility companies can install and repair the equipment on which we all rely. Some disruption is inevitable, but the Government have introduced several initiatives, such as Street Manager, to reduce that. Another tool, lane rental schemes, allows local highway authorities to charge works promoters for the time that street works and roadworks occupy the highway. Charges are focused on the very busiest streets at the busiest times, with the aim of reducing congestion.

[Mr Holden]

I thank my hon. Friend for her question. I was in the west midlands just a couple of weeks ago visiting the RAC just off the M42. The scheme between junctions 3 and 4 to replace the barrier will provide increased safety to drivers, which remains our top priority. Once completed, the new barrier will require significantly less maintenance and repair after incidents, which will further reduce disruption for her constituents. To minimise disruption, National Highways has endeavoured to keep all lanes open to traffic and is utilising the longer daytime hours and good weather to complete the works as quickly as possible for her constituents.

[Mr Francois]

I thank the Minister for personally endorsing my “Can the cones” campaign and my associated Roadworks (Regulation) Bill, which has its Second Reading in November. One great frustration of modern life is spending ages crawling through a set of traffic lights at a contraflow to finally drive past a large hole in the road, immaculately coned off with no one doing any work on it. The Bill is designed to make it much more difficult for that to happen. Does the Minister have any good news at all that might help all of us in our constituencies to can the cones?

[Mr Holden]

I thank my right hon. Friend for his excellent and continued work in this area, alongside his colleagues in Chelmsford, Southend and elsewhere in Essex. I am particularly pleased to see that he has already managed to persuade Essex County Council to move ahead with a lane rental scheme, and his regulatory reform suggestions are being considered by the Department. I hope to be able to update the House later in the year, because the progress that he has suggested is directly feeding into the Government’s general policy.

Road User Charging Schemes

Debate between Mark Francois and Richard Holden

Monday 26th June 2023 Westminster Hall

[Mr Holden]

I tend to agree with my hon. Friend. The Mayor put the idea of an expanded ULEZ in his manifesto, but it was not the expanded zone that we see today, which was only delivered by the votes of the Labour party, the Lib Dems and the Greens in the London Assembly. They voted to extend it right to the outer borders of Greater London, rather than what the Mayor of London had proposed in his manifesto.

The hon. Member for Sheffield, Brightside and Hillsborough shouted at me from a sedentary position that whatever we are providing for the bus sector is still not enough. I would love her to tell me how much more we should put in. When I speak to Labour politicians at the moment, none of them can tell me. They have no plan. They are just an opportunistic Opposition. This Government have put more than ever before into the bus network. We have capped prices for working people, which is something the Labour party never did when it was in office. Right up and down the country we have put in the new bus service operators grant of 22p per kilometre, which now includes electric buses—something that was not the case just a few years ago. We remain committed to an end date for non-zero emission buses, and that consultation will be reported on soon.

[Mr Francois]

We have concentrated mainly on roads in this debate, but as the hon. Member for Sheffield, Brightside and Hillsborough (Gill Furniss) introduced the topic, does the Minister agree with the simple proposition that our rail network would run much more efficiently if the rail unions stopped going on strike?

[Mr Holden]

I have to agree with my right hon. Friend. I was attacking on so many different fronts that I forgot to mention the elephant in the room, which is the continuing rail strikes by people who have been incredibly financially supportive of the Labour party over the years.

Although there is a huge amount more to be done, we can be proud that air pollution has reduced significantly since 2010. Emissions of fine particulate matter have fallen by 10%; transport emissions of nitrous oxide have fallen by 32%, overall nitrogen oxide by 45% and sulphur dioxide by 73%. The hon. Member for Sheffield, Brightside and Hillsborough might criticise a reduction of three quarters in the amount of sulphur dioxide and wish that we could go further. I want to go further too, which is why we are phasing out internal combustion engine vehicles. If she wants to go further, would she outline exactly how far and fast she would like to go?

The only statutory air quality limit that the UK is currently not hitting as fast as we would like is for nitrogen dioxide around our road network, but we are making massive progress there. Around 72% of the road transport emissions of nitrogen oxides comes from diesel cars and vans, which we are phasing out. If we are going to introduce a ULEZ across Greater London requiring £250 million of capital cost, which is going to be phased out anyway because of the fact that we will be moving, in pretty short order, towards electric vehicles, particularly in smaller areas, it seems to be particularly targeted—I think the Conservative speakers really picked this up—on those who use second-hand cars and who, because they cannot afford to buy new vehicles, will be running those cars for a long time. It is particularly pernicious to put those people at the front of the list.