Passenger Railway Services (Public Ownership) Bill

Paul Kohler Excerpts

Consideration of Lords amendments
Tuesday 19th November 2024 Commons Chamber

[Madam Deputy Speaker (Ms Nusrat Ghani)]

I call the Liberal Democrat spokesperson.

[Mr Paul Kohler (Wimbledon) (LD)]

Our current railway system is simply not fit for purpose, and I know I speak for everyone in this Chamber when I say that has to change. If we are serious about growth, we have to get serious about rail. After years of Tory neglect, we must get our network back on track and put the passenger first. Across the world, there are examples of both publicly and privately owned train companies that do exactly that. Because of that, we need not be ideological about ownership; rather, we can take a pragmatic approach. That is why the Lib Dems have been, and remain, agnostic about the ownership model adopted.

As the Government have themselves admitted, nationalisation is not a silver bullet. It will not automatically deliver cheaper fares, a more reliable and frequent service, or a better passenger experience. While nationalisation might offer economies of scale, it comes with new dangers—those of us in this Chamber old enough to remember the travails of travelling on British Rail are unlikely to become misty-eyed at the prospect of going back to that future, although we might well shed a tear.

In short, nationalisation alone will not fix the mess that the Government inherited from the Conservatives. The devil, as so often, is in the detail, and I eagerly await publication of the forthcoming rail reform Bill, which we will scrutinise keenly to ensure that it does not succumb to the same demons that held back rail in this country for decades, whether it was in public or private hands.

Bus Funding

Paul Kohler Excerpts

Monday 18th November 2024 Commons Chamber

[Madam Deputy Speaker (Caroline Nokes)]

I call the Liberal Democrat spokesperson.

[Mr Paul Kohler (Wimbledon) (LD)]

I thank the Secretary of State for advance sight of her statement, which I warmly welcome. As she made clear, access to convenient, frequent and affordable buses is vital. They are critical to both employment and quality of life, particularly in rural areas. Sadly, however, too many parts of our country lack decent bus services, after years of Tory neglect. At a time when we desperately need economic growth, ensuring a comprehensive and affordable bus network is vital.

I congratulate the Secretary of State on securing the promised funding. However, we have some concerns. Uncertainty still surrounds how local authorities can seize the opportunities heralded in the promised changes to bus franchising. Furthermore, if, as the Secretary of State believes, buses are a lifeline for young and old, why is she hitting bus users with a 50% increase in fares? Polling commissioned by the Lib Dems and published last week showed that the hike will make a third of people less likely to use a bus, which will have a direct impact on individuals, communities, small businesses and high streets, and will hit the most disadvantaged in society the hardest. It would cost just £150 million a year to retain the £2 fare cap. Again, I ask her to reconsider.

I would like to ask the Secretary of State three specific questions. First, when will she publish the full impact assessment on the £2 bus fare cap, commissioned by her Department earlier this year? Secondly, will she guarantee that the new powers needed for local authorities to franchise bus services will be provided urgently, so that bus routes can be restored and new ones added as soon as possible? Lastly, although I welcome the change to the allocation process and the rejection of wasteful and expensive competitive bidding between councils, will she confirm that the new, more flexible system will not succumb to the temptations of pork barrel politics that we saw so frequently under the last Conservative Government?

[Louise Haigh]

I am grateful to the hon. Gentleman for those incredibly important questions. We have committed to publish the evaluation of the £2 bus fare cap shortly. We will introduce the better buses Bill in the coming weeks, which will allow every area of the country to avail themselves of the franchising powers and overturn the ideological ban on public ownership. My Department is also taking a much more proactive enabling role with local transport authorities, making sure that they have the capability and capacity to move to franchising. A significant amount of the funding settlement announced today is specifically for capability and staffing in local transport authorities.

Finally, on pork barrel politics, the reason behind today’s funding is that we are not in the business of picking winners and losers. We want to ensure that every corner of the country has the funding it deserves and the ability to avail itself of the style of buses that we have enjoyed in London for four decades.

Transport Infrastructure Projects: Elizabeth Line

Paul Kohler Excerpts

Tuesday 12th November 2024 Westminster Hall

[Mr Paul Kohler (Wimbledon) (LD)]

It is a pleasure to serve under your chairmanship, Mr Vickers. I thank the hon. Member for Reading Central (Matt Rodda) for securing this important debate.

Despite some genuine issues, it is clear that the Elizabeth line has been a tremendous success. It was an engineering marvel, and one of the biggest infrastructure projects in Europe. Crossrail dug out 42 km of new tunnels in the centre of one of the biggest cities in Europe, weaving around existing underground tunnels, cable ducts, gas pipes and other utilities. The result? Economic growth and revitalised communities along the length of the line. Since opening, 60% of employment growth in Greater London has taken place within 1 km of an Elizabeth line station, as the hon. Member for Dartford (Jim Dickson) said. The line has increased the capacity of the London underground by 10%, which is why passenger numbers on the underground have bucked the national trend by recovering to post-pandemic levels. Such success shows what happens when we are ambitious and invest in rail.

It is not just in London where the impact has been felt. As we have heard, towns in Essex and Berkshire now have direct links to central London and Heathrow, promoting investment and creating new opportunities from Reading to Romford. The construction of the Elizabeth line has also increased employment across the country. Crossrail awarded 62% of its contracts to firms outside of London, creating 55,000 new jobs, 1,000 apprenticeships and helping to keep rolling stock manufacturing in Derby, as so articulately described by the hon. Member for Derby North (Catherine Atkinson).

While the Elizabeth line shows the best of what transport infrastructure can do, it also shows some of the pitfalls. Management issues led to overspending and delays—something we have sadly become all too accustomed to with infrastructure projects in this country. In 2010, the project was forecast to cost £14.8 billion. By the end it had ballooned to £18.8 billion—clearly not in the same league as HS2, but still representing a 28% overspend. At a time when public finances are tight, it is simply not acceptable.

Like many rail projects, Crossrail showed a flexibility towards deadlines that would make even the most laid-back of my former students blush. I appreciate that rail passengers have become all too accustomed to delays, but waiting three-and-a-half years for a train is probably pushing it. As we embark on new infrastructure projects, it is vital that we understand what causes delays and cost overruns and learn lessons for the future.

In March this year, the Department for Transport and the Infrastructure and Projects Authority published their joint report into the lessons learned from Crossrail. The new Government must take heed of the recommendations to avoid another HS2. With talk of greater devolution and new public-private partnerships, the Government must take particular note of what the report says about the issues that arise from joint sponsorship of projects. Making sure that we get this right will be vital to ensuring that we build the infrastructure our country needs in years to come. The ongoing saga with HS2 has undermined public confidence in the UK’s ability to successfully complete infrastructure projects. If we are to get the full benefit of development, we must rebuild public trust and show that lessons have been learned—not just in transport, but in all infrastructure projects.

With many of our current lines at maximum capacity, we desperately need investment in our rail network to encourage rail freight, improve consumer choice and push forward the transition to net zero. We also need to replace existing infrastructure that has reached the end of its useful life. The District line in my constituency of Wimbledon is notorious for breakdowns, cancellations and delays. It needs investment urgently.

The key lesson from Crossrail is that when we invest and put spades in the ground, the impact can be transformative. Disappointingly, however, that lesson does not appear to have been fully learned by the current Government, although I suspect the Minister here today agrees with what I said in the main Chamber last week: if this Government are serious about economic growth, why did the Chancellor cut the transport budget?

Transport should be the engine of our economy. After years of neglect by the Conservative Government, the time has come to make the targeted investment that will make a difference to people’s lives. Yes, costs must be controlled—what happened with HS2, as the Secretary of State for Transport conceded in the main Chamber yesterday, is unacceptable. If we are to get this country moving again, we must learn from the Elizabeth line and give the transport network the infrastructure it needs.

Rail Performance

Paul Kohler Excerpts

Monday 11th November 2024 Commons Chamber

[Madam Deputy Speaker (Ms Nusrat Ghani)]

I call the Liberal Democrat spokesperson.

[Mr Paul Kohler (Wimbledon) (LD)]

I thank the Secretary of State for advance sight of her statement. I also welcome the new shadow Secretary of State, the hon. Member for Orpington (Gareth Bacon), to his position.

The Lib Dems welcome the Secretary of State’s statement that performance is improved, and commuters and businesses are relieved that industrial action has been curtailed. It is disappointing, however, that the unions were not required to agree any meaningful improvements to productivity as part of the settlement. Clearly, we are not yet out of the woods—or perhaps I should say the tunnel. Under the Conservatives, delays, cancellations and overcrowding became commonplace. Last year, more than 55,000 rush hour trains were either partly or fully cancelled—a 10% rise on the previous year, and the worst of any year since 2019. Although the latest news is welcome, there are many miles left to go on this journey. The Government’s policy of nationalisation is, as the Secretary of State herself concedes, no silver bullet. Earlier this year, the Office of Rail and Road found that four of the eight least reliable operators, with the highest cancellation rates, were public, while the three most reliable operators, with the lowest cancellation rates, were private.

I have three questions for the Secretary of State. First, what steps is she taking to ensure that the worst, rather than the best, private operators are nationalised first? Secondly, where a private operator’s performance is of a higher standard than that in the public sector, will she consider extending its contract? Finally, given the still shocking level of accessibility on much of the network, will she urgently provide an update on when the stalled Access for All programme will be back on track?

[Louise Haigh]

To confirm, we are working with the trade unions at the moment on productivity improvements. We are clear that some of the practices in place on the railways are not acceptable or fit for modern and efficient railways. In the pay deal, there was a side letter and agreement to work through training improvements, and we want to ensure that that is delivered. The previous Government’s approach meant that they not only failed to deliver any workforce reform improvements, but presided over the longest industrial dispute in our railways’ history, costing the taxpayer and passengers hundreds of millions of pounds.

The hon. Gentleman is right to point out that cancellations are high in the publicly owned TOCs. That is a result not least of the fact that the ones that are in public ownership were already the worst performing, and we need to look at how they have improved under public ownership. The real benefits will be brought about under Great British Railways, when we will be truly able to integrate track and train and deliver those improvements. We will set out the schedule for bringing the private TOCs into public ownership once Royal Assent has been given to the Passenger Railway Services (Public Ownership) Bill, but the right balance must be struck between performance and return for the taxpayer, because we are spending hundreds of millions of pounds in dividend payouts and management fees.

The hon. Gentleman is absolutely right to mention the Access for All programme and accessibility, which has not been good enough under Network Rail. I am happy to write to him about specific stations in the programme.

Roadworks: Journey Times

Paul Kohler Excerpts

Wednesday 30th October 2024 Westminster Hall

[Mr Paul Kohler (Wimbledon) (LD)]

It is a pleasure to serve under your chairmanship, Sir Roger. I thank the hon. Member for Broxbourne (Lewis Cocking) for securing this important debate. I know from my own inbox and those of my colleagues that this impacts many of our constituents’ lives, work and businesses. Just this weekend in my own constituency, there has been large-scale disruption from roadworks. On the A3, which runs through Wimbledon, roadworks caused huge congestion not just in south-west London but across much of Surrey and Hampshire. It was particularly severe because the disruption was compounded by South Western Railway’s decision to cancel trains on the same route due to planned engineering works on the line, something to which I will return.

A lack of investment in our roads has left many in a dire state, with less than half the local road miles in England and Wales now classified as being in good structural condition. Urgent work to repair our roads is vital, particularly as delays in maintenance compounds the problems, leading to higher costs and greater disruption.

As transport spokesman, I am of course the most important person on the Lib Dem Front Bench as I am the lead on that staple of every Lib Dem Focus leaflet, the ubiquitous pothole. I consequently welcome the Chancellor’s announcement today of additional funding to fix potholes, as I know the Minister will as well. However, before we get carried away by this bounty, let us not lose sight of the fact that it comes against the backdrop of a real-terms cut to the Department for Transport budget, which I will cover in more detail in a subsequent Budget speech.

Clearly, the roadworks needed to fix such problems inevitably cause disruption to the road network, leading to longer journey times, which are not only frustrating but economically damaging. In 2021, National Highways estimated that delays on the strategic road network, of which at least 15% were due to roadworks, cost the economy around £3 billion a year.

It is therefore vital that when roadworks are planned, disruption to the wider network is minimised. That requires communication across the sector to co-ordinate matters. However, it is sadly all too apparent that there is a lack of joined-up thinking, and that there is too much fragmentation across our transport system to achieve that co-ordination. On the London to Portsmouth route last weekend, for example, it should surely have been possible to ensure that planned work on the A3 and the rail line did not coincide. That is the type of problem that we need to avoid. I trust that the Department for Transport’s promised long-term strategy addresses such issues.

In addition to roadworks to maintain and improve our roads, another source of delay, frustration and cost is street works: utility companies digging up our roads. There is a great deal of congestion in Wimbledon town centre at the moment. Wimbledon Hill Road is completely shut because of emergency work on a collapsed sewer, which is leading to major disruption to bus routes and traffic jams in surrounding roads, significantly increasing journey times in much of my constituency. Of course, an emergency is an emergency—I understand that—but it does not excuse utility companies not doing all they can to ensure that disruption is kept to a minimum, as the hon. Member for Broxbourne said.

Companies are obliged to return the roads to the state in which they found them, but they often do not, as many people in my constituency know. Yes, utility companies can theoretically be fined up to £10,000 a day for delays, but many roads have fines capped at £250, and even that level of enforcement is problematic. The Lib Dems strongly believe that local authorities need to be given more powers to ensure that utility companies minimise the disruption they cause and do not act with impunity. The previous Government consulted on increasing their powers, including raising the level of FPNs that can be issued for certain street work offences and allowing overrun charges to apply at weekends and bank holidays, but the results were never published. The Minister has said that the results will be released in due course, and I hope that she might take this opportunity to tell us when that will be.

We all know that our road network is crucial to constituents and businesses. The Government could be doing more to keep the traffic flowing, people travelling and the economy growing.

Zero Emission Vans

Paul Kohler Excerpts

Tuesday 29th October 2024 Westminster Hall

[Mr Paul Kohler (Wimbledon) (LD)]

It is a pleasure to serve under your chairmanship, Mr Efford, and I congratulate the hon. Member for Tamworth (Sarah Edwards) on securing this important debate. As we have heard, the current state of the electric van roll-out is simply not good enough. We are way behind what is needed to meet the target of 100% electric vehicle sales by 2035. Currently, less than 2% of light goods vehicles are electric, while so far this year, little more than 5% of new registrations are electric. That is behind not just the Government’s zero emission vehicle mandate of 10%, but what is being achieved in comparable European countries, including, as we heard, the Netherlands, Germany and France.

Things are not improving, with worrying signs that the industry is stagnating. Since July, new electric van registrations have fallen every month. As the Climate Change Committee outlined last week, urgent action is needed for us to meet our national defined contributions under the Paris agreement. There is no time to delay. Transport is still the largest single emitter of greenhouse gases in the UK, responsible for 26% of the UK’s total emissions in 2021. Decarbonisation of the sector is consequently critical to meeting our targets.

There is no doubt that the Government have inherited a mess. Broken promises and mixed messages from the previous Government discouraged businesses from the investment needed to transition to electric vehicles. Not only did the Conservatives roll back on some of the commitments they made, but they failed to keep the commitments they retained. In March 2022, the Government of the day set out a target for 300,000 public charge points across the UK by 2030. By the end of their term, only 60,000 had been built, way behind the rate of growth needed to meet their target.

However, the new Government cannot simply blame their predecessors. If they are serious about meeting our international commitments, urgent steps must be taken now. Currently, the charging network—particularly rapid charging—is too poor for many businesses to feel confident in investing in electric vehicles. That is exacerbated by the current market, with very few vans—less than 20% of the models available—having a range in excess of 200 miles. Even basic models cost far more than their petrol or diesel equivalents.

Admittedly, the Government cannot dictate to the market, but surely they can take steps to help the situation. Increasing the charging capacity across the network, with an increase in both on-street points and ultrafast chargers at service stations, is vital to increasing business confidence in EVs. Rapid chargers, in particular, are vital for businesses, which cannot afford to waste hours waiting for vehicles to charge.

We also need clarity on what support will be given to businesses converting to electric vans in the future. The Government currently give a plug-in van grant of up to £2,500 for small vans and £5,000 for larger ones, but the subsidy is due to end next year. Will the Minister confirm that the scheme can be extended?

Vans are vital to our economy and employment, with one in 10 people relying on a van for their everyday work. In order to meet our climate commitments, the Government need to put their foot on the accelerator and work with businesses in transitioning to electric vehicles. Urgent steps are needed, and I hope the Minister will confirm that they are finally coming.

Driving Test Availability

Paul Kohler Excerpts

Wednesday 16th October 2024 Westminster Hall

[Mr Paul Kohler (Wimbledon) (LD)]

It is a pleasure to serve under your chairmanship, Sir Roger. I congratulate the hon. Member for Bracknell (Peter Swallow) on securing the debate. He and the other speakers have made excellent points.

As we have heard from Members across the House, it is taking far too long to secure a driving test, with centres fully booked up months in advance. Although the problem was exacerbated by covid, waiting lists were growing long before the pandemic, with 26 test centres axed since 2015. Yes, the lockdown made things worse, but things are still not improving and more should have been done by the previous Government to address the backlog.

As a result of the insufficient testing capacity within the system, as we have heard, a black market has arisen, with individuals forced to compete with bots to book the precious few slots available the moment they come online. My good friend Dino Muir, a driving instructor who covers Wimbledon, tells me that an increasing number of people are inevitably turning to those unscrupulous profiteers to beat the queues, and pay an extortionate price as a consequence. According to recent data from the RAC, people are paying over three times the normal price to book a driving test on the black market.

The situation is not limited to personal vehicles. My constituent George, a young junior doctor, told me yesterday of a friend of his, a newly trained paramedic, having to wait four months to take the C1 driving test that he needs to drive an ambulance. Data from my party recently revealed over 700 NHS staff across the country who, like George’s friend, are waiting to take that test. That is simply unacceptable. Providing driving tests in a timely manner should not be beyond any Government. Yes, they have inherited a failing system, but they now need to sort it out as these delays are affecting people’s lives and, as we have heard, damaging our economy.

In conclusion, I simply ask the Minister—I hope she knows that I hold her in high regard—what she is going to do to clear this backlog. Will more tests be made available, and will the Government do more to stop the bots booking up all the available slots? Urgent action is needed and I look forward to hearing her response.

Oral Answers to Questions

Paul Kohler Excerpts

Thursday 10th October 2024 Commons Chamber

[Mr Speaker]

I call the Liberal Democrat spokesperson.

[Mr Paul Kohler (Wimbledon) (LD)]

In London, connectivity is provided by Transport for London, but in my constituency of Wimbledon, despite its wonderful tube, tram, train and bus connections, my constituents suffer from repeated track and signal failures on the District line, while South Western Railway is labouring with ageing rolling stock and decreased frequency of service at stations such as Malden Manor and Worcester Park. What are the Government planning to do to address the capital funding crisis that they inherited from the Tories across London’s transport system, and will the Minister meet me to discuss the problems affecting the District line and South Western trains?

[Simon Lightwood]

The Government remain committed to supporting London and the transport network on which it depends. We are working with the Mayor of London on funding plans for transport in the capital, to provide value for money and lasting benefits to the public. I would, of course, be delighted to meet the hon. Gentleman to discuss these matters.

--- Later in debate ---

[Mr Speaker]

I call the Liberal Democrat spokesman.

[Mr Paul Kohler (Wimbledon) (LD)]

I congratulate the Secretary of State on saying recently that it is ridiculous for HS2 to end at Old Oak Common. Can she confirm whether funding for the work necessary at Euston station has now been secured and what she is doing to reverse the Tories’ equally absurd decision to end the northern leg at Birmingham?

[Louise Haigh]

I am grateful to the hon. Gentleman for his comments. As I said earlier, nowhere is the legacy of the previous Government more pertinent than the mess in which they left HS2. Even under their disgraced plans, Euston was always going to be part of the position on HS2, and we will shortly be making a full announcement about the future of HS2 and, crucially, about its cost controls.