Great British Railways Headquarters: Crewe Bid

Peter Gibson Excerpts

Tuesday 29th March 2022 Westminster Hall

[Dr Mullan]

I thank the hon. Member for Weaver Vale (Mike Amesbury) for his support. As he says, the bid has cross-party support from councils and Members of Parliament. It would be a benefit not only to Crewe, but to the wider region.

I want to talk about what the GBR HQ coming to Crewe will do for the people of Crewe as well as for GBR. As I have mentioned, Crewe’s growth has often been tied to the railways. As locomotive manufacturing in the UK faded, although the community spirit and heritage remained, in some respects Crewe’s fortunes faded as well. Six out Crewe’s 13 wards are in the 10% of most deprived nationally, concentrated around the town centre. There is a £5,000 gap between household earnings in Crewe compared with the Cheshire East average, and 8.4% of 16 to 17-year-olds in central Crewe are not in education, employment or training, compared with a Cheshire East average of 2.3%.

We are already seeing benefits from the Government’s levelling-up agenda, which the awarding of GBR can build on and cement. We have a Crewe town deal, funding for an institute of technology, and of course the HS2 hub. Importantly, while all of those are positives, they would not replicate the investment that GBR represents. The area around the station has been allocated as the HS2 station hub strategic employment site, providing opportunities for new investment in high-grade office space, with a hotel and amenities unlike anything else currently available in Crewe. GBR has the opportunity to become the landmark occupier, helping to cement the scheme and shape the future regeneration of Crewe.

This journey of regeneration represents opportunities for GBR as well. As the Minister will see from the bid put forward by Cheshire East Council, there are several locations where the GBR headquarters could be placed in Crewe, all within a short walking distance of the station, other railway industry offices in Crew and, importantly, the HS2 development. There are many plots that are ready for staff to move into, involving little work and making the move very straightforward. Importantly, office rents in Crewe are 84% to 87% lower than in Birmingham or Manchester and would be much cheaper than many competing areas for the headquarters.

[Peter Gibson (Darlington) (Con)]

I commend my hon. Friend for securing the debate and for his passionate campaign for Great British Railways. The GBR headquarters have sparked a tremendous amount of debate and interest from colleagues across the House. Naturally, I am supporting my campaign for Darlington, where it all began, to be the home of GBR. Does he agree that, given the level of interest and the opportunity to extol the virtues of all our respective constituencies, if the Government could find time for the Minister to respond to a debate on the Floor of the House, that would be a tremendous opportunity for all of us to tell our stories and showcase everything that the United Kingdom has to offer?

[Dr Mullan]

I agree with the hon. Member that it is not just in Crewe that this opportunity has galvanised communities. I am going to talk about how my community feels about it, but to give that full airing in a main debate in the Chamber would be a fantastic opportunity for so many Members to showcase the strength of feeling in their local areas.

Although there are other options, the value for money that Crewe offers will be difficult to beat. I know that the Minister will care deeply about the staff who are going to work there and want to know that they will have opportunities as well. Crewe is not only more affordable for office space; it is also more affordable when it comes to house prices, which are 39% cheaper than the UK average and 19% cheaper than the north-west average for a semi-detached house. That is not to take away from Crewe, however, as it has been ranked in the top three residential locations for the past three years by Property Week, and Cheshire East has been ranked as one of the top places to live in the north-west.

I can personally vouch for Crewe, as I live and work in the area myself. It is not short of cultural assets, such as the Crewe Lyceum theatre, Crewe Market Hall, Crewe Lifestyle Centre and Crewe Alex FC. It is also in close proximity to vibrant market towns such as Nantwich, Sandbach, Knutsford and Wilmslow. Additionally, Cheshire’s nearby Peak district encompasses nearly 100 square miles of beautiful scenery. GBR staff will be able to make a home in Crewe affordably and enjoy what Crewe and the whole region have to offer.

Taking all that into account, the Minister will understand why there is enormous support for the bid in my constituency. Crewe’s population is proud of the town’s railway heritage. From the day the competition was announced, I received emails and letters from constituents asking me to do everything possible to get the win for Crewe. The results of an online survey conducted by the Crewe Chronicle found that 97% of respondents were in favour of the arrival of GBR in Crewe. The Chronicle and Crewe Nub News are both giving their full support to the bid, alongside cross-party support from all the local party leaders and local councillors.

They are joined by cross-party support from 12 MPs from Stoke, Cheshire and Warrington. I thank every one of them for their support and those who have turned up to voice their support today. As well as Cheshire East Council and Crewe Town Council, we have the support of neighbouring Cheshire West Council in Chester and Warrington Council. The local football team and its supporters’ club, the RailwayMen, are geared up to get out the vote and, of course, Pete Waterman is continuing his long history of advocating for the railways in Crewe by being front and centre of our bid.

The Crewe town board and its chair, Doug Kinsman, have come to embody ambition for Crewe. They all support our bid alongside South Cheshire chamber of commerce and Cheshire College. We all look forward to the public vote and the opportunity to showcase that public support in full.

I hope that the Minister has enjoyed hearing about the strengths of our bid; about our rich rail heritage dating back to the 1800s; about our historical and modern railway industry locally; about our connectivity in the here and now, and in the future with HS2, connecting across our great nation and connecting for freight as well as passengers; about the opportunities to find a home for GBR that is affordable for the taxpayer and for the people who will work there, able to enjoy everything that Cheshire has to offer; and about the opportunities for GBR to help Crewe in return, as it continues to face challenges in the post-industrial era.

I finish by thanking the leaders of the political groups on Cheshire East Council and the staff and team at Cheshire East Council and the Cheshire and Warrington local enterprise partnership for their hard work on the bid, and all those in the community and industry locally who have helped to ensure that it is the best it can be. It is a bid that Crewe can be proud of, and one that I know all of Crewe is behind. On 4 July 2022, we will mark 185 years since the first train arrived in Crewe. It will be fitting for that anniversary to be marked by the announcement of Crewe becoming the home of Great British Railways.

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[The Minister of State, Department for Transport (Wendy Morton)]

It is a pleasure to serve with you in the Chair, Ms Rees. Before I respond to the debate more broadly and to hon. Members, I want to thank my hon. Friend the Member for Crewe and Nantwich (Dr Mullan) for securing this debate. Only a few weeks ago, I was here debating the merits of Carnforth as a potential location for the Great British Railways headquarters. This is the fourth debate on this subject, with previous bids being for Darlington, as my hon. Friend the Member for Darlington (Peter Gibson) will recall, and for York. It has been heartening to listen to these debates, and to hear hon. Members from up and down the country engaging in an important conversation and debate about the future of our railways, supporting bids from their towns and cities. We have heard examples of outstanding work, and I know there are many others.

As I said in the earlier debate, railways are close to my heart. Both of my paternal great-grandfathers worked on the railways, one on the Wensleydale railway and the other in County Durham. I found out recently, since becoming rail Minister, that my dad was born in a railway cottage. In my own way, I like to think that I have a bit of rail heritage in my blood. I understand the importance of the railway industry and the amazingly rich rail heritage of this country.

As my hon. Friend the Member for Crewe and Nantwich set out, Crewe has a proud rail heritage. Indeed, the Grand Junction Railway Company chose Crewe as the site for its locomotive works, as we have heard, and a railway station. Crewe was a small village and the railways transformed it into the vibrant railway town that we know today. The opening of the famous Crewe Works in 1840 heralded an era of tremendous growth for the town. When the Grand Junction Railway Company became a part of London and North Western Railway, one of the largest companies in the world at the time, Crewe Works found itself at the centre of its locomotive construction and maintenance.

Since 1837, the historic Crewe railway station has helped transform the town, as we have heard today, connecting Crewe to the rest of the UK and the wider world. It remains an important transport hub today. From the earliest days of the railways through to the modern day, Crewe has and will continue to play an important part of the railways in this country. Of course, my mailbox is evidence that there are many other towns and cities across the country that have played an important part in our railway heritage, which hon. Members are equally proud to represent. The response to this competition has been positive. I am pleased to say that, by the time the competition had closed on 16 March, we had received 42 applications, which is phenomenal.

Hon. Members will be aware that the Williams-Shapps plan for rail, published in May 2021, set out the path towards a truly passenger-focused railway, underpinned by new contracts that prioritise punctual and reliable services; the rapid delivery of a ticketing revolution, with new flexible and convenient tickets; and long-term proposals to build a modern, greener and accessible network. Central to the Williams-Shapps plan for rail is the establishment of a new rail body, Great British Railways. That will provide a single, familiar brand and strong, unified leadership across the rail network. Great British Railways will be responsible for delivering better value and flexible fares, and the punctual, reliable services that passengers deserve.

The competition for the national headquarters was launched by the Secretary of State on 5 February 2022, and closed for applications on 16 March. The GBR Transition Team is now evaluating the 42 submissions we have received from towns and cities across Great Britain, against a set of six criteria. It is important to understand those criteria: alignment to levelling-up objectives, connected and easy to get to, opportunities for GBR, railway heritage and links to the network, value for money, and public support.

The GBR Transition Team will recommend a shortlist of the most suitable locations, which will go forward to a consultative public vote, and then Ministers will make a final decision on the location of the headquarters, based on all the information gathered.

[Peter Gibson]

On the issue of the public vote, some locations that are bidding have a significant population and some locations, such as mine and such as Crewe, represented by my hon. Friend the Member for Crewe and Nantwich (Dr Mullan), have a considerably smaller population. Could the Minister outline for the House today what steps will be taken to ensure that proportionality is taken into account in weighing up those votes, so that small towns such as Darlington, which is bidding as where it all began, and Crewe, which is bidding as well, are taken into account and not swamped by those big places?

Taxis and Private Hire Vehicles (Disabled Persons) Bill

Peter Gibson Excerpts

3rd reading
Friday 18th March 2022 Commons Chamber

[Jeremy Wright]

I am grateful to my hon. Friend and she is right. I have spoken to a number of different disability campaign groups, advocacy groups and charities, and I am pleased to say they are all supportive of the Bill’s intention. As she represents a rural constituency, she will recognise, along with those others of us who represent rural areas, that taxis and private hire vehicles may be the only way for people with disabilities to get around. They are an important lifeline, so the provisions of the Bill will have effect particularly in rural areas, such as the ones that she and I represent.

I have come across, as she will have done, constituents who rely on that vital lifeline, not just during the covid pandemic but all the time. They will want to know that they have these rights, that drivers are aware that they have these rights and that they can be carried without additional charge and with the basic consideration that, as my hon. Friend the Member for Clwyd South (Simon Baynes) mentioned earlier, good drivers already provide, but that all drivers should.

[Peter Gibson (Darlington) (Con)]

My right hon. and learned Friend raises an important point about availability and accessibility of vehicles for disabled people. In my very urban constituency, availability of wheelchair-accessible taxis is a continuing concern for people who want to be able to get out and about. Will he comment on the idea of a national database—a central record—of where these vehicles are, so that our disabled communities can easily access information about where they can get such vehicles?

[Jeremy Wright]

I pay tribute to my hon. Friend because I know he is in the process of taking through other important legislation in relation to taxis and private hire vehicles, which will contribute to the better environment that the hon. Member for Cambridge (Daniel Zeichner) referred to earlier.

My hon. Friend the Member for Darlington (Peter Gibson) is right that this is a problem in urban as well as rural areas, and that one thing we can get better at is giving people with disabilities, particularly those who need wheelchair-accessible taxis and private hire vehicles, better information on where to find them. That is why in this Bill the expectation that local authorities maintain a list of such designated vehicles will change from being optional to being a requirement. That will be more consistent across the country so that wherever people live—in urban or rural areas, wherever they are in the country—they will be able to get that information more clearly and easily, to help them move around. I agree with my hon. Friend that that will make a significant difference.

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[Alicia Kearns (Rutland and Melton) (Con)]

I rise today to speak in support of the important Bill promoted by my right hon. and learned Friend the Member for Kenilworth and Southam (Jeremy Wright). Too often, pockets of our society do not have true equality, or true access, and the Bill will fundamentally change that. Some people may think that this is just a small change, but for disabled people in my constituency and beyond, this will make an enormous, life-changing difference.

We talked earlier about rural areas in particular and how they will benefit from this Bill. Rutland and Melton is an incredible constituency of 462 square miles. I have almost 140 villages and just three towns, so taxis make a fundamental difference to the lives of disabled people living in our communities, but I can attest that we do not have enough taxis. On a Friday, should a surgery run over and I do not have a car, I have sometimes had to wait up to three hours to get a taxi. On a Friday evening, I will be sleeping in my office; I will not be getting home to my family because there is insufficient taxi access. That is how it is for me, as an able-bodied individual. For my disabled constituents, things are made all the more difficult.

At this point, I will talk briefly about how, in future considerations by the Government, this Bill could go further and support women and men who are parents. All too often, I have had a taxi turn up to pick me up and the driver has seen that I am a mum with two children and a pram and they have turned and run—I would like to think that they do this because of the children and not because they have seen my face—and refused to take me. I do not know whether my colleagues have had similar experiences, but the fact is it does happen. I point out, however, that such drivers are a small minority; the vast majority of taxi drivers want to do everything they can to support those whom they carry. However, some are happy to turn around and leave a mother in the rain with two small children under three. That has happened at least four or five times in my lifetime and my children are only three now, so perhaps we could look at this in future revisions of the Equality Act.

[Peter Gibson]

My hon. Friend is making an important speech. I am very concerned to hear that she has been left by taxi drivers. When my private Member’s Bill, the Taxis and Private Hire Vehicles (Safeguarding and Road Safety) Bill, was passing through the other place, Baroness Brinton gave a very moving speech about how she, as a disabled wheelchair user, had been turned away by a taxi and had had to use her motorised wheelchair in the rain, and how the battery had run out a short distance from her home. Clearly, this is not acceptable.

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[Chris Loder]

I thank my hon. Friend for his kind intervention. I entirely agree with him: I think that the Government’s work in this field is excellent. Regrettably, however, it is not excellent in West Dorset yet. When a county town station is not fully accessible and the second town of Somerset, on the border, is served by a station at which someone who is disabled and arrives after 8 pm will be stranded, that is completely unacceptable. However, I wholly support what the Government are doing through Access for All, and would warmly welcome more of that investment in West Dorset to address this issue.

[Peter Gibson]

While we are on the issue of railways, on which my hon. Friend is an expert and speaks eloquently, and as we are talking about access to them for disabled persons, may I draw his attention to my campaign for the installation of tactile paving, an essential means of ensuring safety for disabled persons, at Darlington’s Bank Top station? May I also be the first to wish the Minister well with the GB Railways headquarters? We learned today that 42 possible locations had been named; I just want to put Darlington’s bid on record, and to wish the Minister well with that.

[Chris Loder]

I would welcome investment in the tactile paving that my hon. Friend will be receiving at Darlington. I understand that it is part of a £100 million scheme to develop the whole station. That is major investment for a wonderful part of the world, but West Dorset is equally wonderful, and I cannot remember the last time we saw major investment in one of our railway stations in rural Dorset. I am grateful to my hon. Friend for allowing me to make this point. Access for disabled people who need to travel in taxis to and from trains, especially in the absence of rural bus services, is incredibly important, and we often do not pay attention to it.

You may be interested to know, Madam Deputy Speaker, that in three areas in rural Dorset one has to put one’s hand out for the train driver to stop. Those train stations have only steps, and they are completely inaccessible to disabled people arriving by car. I hope the DFT and my hon. Friend the Minister will pursue a wider piece of work to develop connectivity for disabled people who travel by car and taxi to get on a train.

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[Gareth Davies]

My hon. Friend makes an excellent point, and I pay tribute to Apollo Taxis, just as I did at the beginning to all those taxi firms in Grantham and Stamford constituency.

I also welcome the national disability strategy, which has already been referred to by one of my hon. Friends and is the first cross-Government effort to improve the everyday lives of disabled people. Again, I praise this Government for the efforts they are making, particularly the disability Minister, who has taken to her brief with great passion and motivation. However, there is clearly an issue, which this Bill is seeking to address. Many disabled people face discrimination when it comes to taxi services, whether that is outright refusal of service, over-charging of passengers, or a failure to provide assistance. None of that should be happening; it is completely and utterly unacceptable. To the point of my hon. Friend the Member for Aylesbury (Rob Butler), only 58% of taxis and 2% of private hire vehicles are wheelchair-accessible, which is in stark contrast to buses of which, thanks to the national bus strategy, 99% are accessible to disabled people, so that gap needs need to be filled.

As mentioned by my hon. Friend the Member for Bassetlaw, the Government’s 2018 inclusive transport strategy aimed to support the creation of an inclusive transport network and highlights the inconsistent application of the Equality Act 2010 to taxis. I am delighted that this Bill seeks to address that inconsistency by preventing taxi drivers from refusing a journey, by requiring drivers to assist disabled people, and by requiring local licensing authorities to maintain and publish a list of wheelchair-accessible taxis. The point made by my hon. Friend the Member for Darlington (Peter Gibson), backed up my right hon. and learned Friend the Member for Kenilworth and Southam, about transparency and having a register is important, and I hope the Minister is listening.

[Peter Gibson]

I am grateful to my hon. Friend for sharing those statistics. Just 58% of taxis being accessible to disabled users masks the fact that such vehicles are not evenly spread throughout the country. I imagine that many of them are based in here in London, and constituencies such as ours, some distance from London, do not have the requisite number of accessible vehicles. I also thank my hon. Friend for mentioning the register, which I raised earlier.

[Gareth Davies]

Again, I am grateful to my hon. Friend. It is worth highlighting my second statistic: 2% of private hire vehicles are wheelchair-accessible. In a rural area such as Lincolnshire, where I am from, we do not have that many taxis—London has the bulk of them, as my hon. Friend points out—so 2% is an astonishing and, frankly, disturbing figure. That highlights why it is so important that my right hon. and learned Friend the Member for Kenilworth and Southam has brought this Bill to the Chamber today.

This Bill, this initiative and, indeed, this debate with its many contributions from Conservative Members will be met with great appreciation in my constituency. I pay tribute to the Grantham Disabled Children’s Society, run by the incredible Darryl Blair and his team of volunteers, who do so much for disabled children in Grantham. I have spent a lot of time with the organisation, and Darryl in particular, and it does fantastic work to make the lives of disabled children across Lincolnshire a lot easier. He will welcome my right hon. and learned Friend’s efforts today.

If the House will indulge me, based on conversations with Darryl and the Grantham Disabled Children’s Society I will touch on two important related issues facing disabled people in Grantham and Stamford that are close to my heart. First, while we are talking about taxis today, some disabled people—about 4.2% of the population according statistics I have read—hold a blue badge pass, but many report growing issues with non-passholders incorrectly using disabled parking spaces at petrol stations, supermarkets and other venues or, unbelievably, just abusing them, which I have seen happen on countless occasions. Of course, I appreciate that not all disabilities are visible, but Government statistics show that blue badge theft and misuse is a real problem. In 2021, 4,396 badges were stolen, and the most common reason for prosecution for the misuse of blue badges was when someone uses somebody else’s badge following some undetermined action.



Even if disabled people can get around, my second point is that when they get somewhere, there are insufficient places for changing and bathroom facilities. I have spent a lot of time looking at changing places, and I was shocked to learn that in my constituency and across Lincolnshire we have very few changing place facilities for disabled people. I support our local district council in its wish, and the bid it has put in to the Government, to put in place a changing place facility in each of the three towns I represent, Grantham, Bourne and Stamford.

It is right that we debate this subject and that we put on record our thanks to our taxi drivers across our constituencies, while also recognising that much more needs to be done to level the playing field for disabled people. This is an incredibly important Bill, which has my full support and, I am pleased to say, the support of many across the House. The Government have an important role to play in levelling the playing field; I appreciate all the efforts they have made, but we should never be complacent.

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[Peter Gibson (Darlington) (Con)]

It is a pleasure to follow my hon. Friend the Member for Aylesbury (Rob Butler). I congratulate my right hon. and learned Friend the Member for Kenilworth and Southam (Jeremy Wright) on bringing forward this Bill. I commend him for expertly guiding this legislation through Committee stage to today’s Third Reading.

The topic of the Bill is close to my heart. I was privileged to guide through the House my own private Member’s Bill on taxi and private hire vehicles during this Session, and it is a privilege to be able to be here today to assist my right hon. and learned Friend with his Bill in its final stages. From my own experience, I know what a hugely rewarding process a private Member’s Bill can be, particularly when it stands a real chance of becoming law, but it is also a challenging experience and I congratulate him on reaching this stage.

It would be remiss of me not to mention my noble Friend Lord Borwick, who is ably guiding my Taxis and Private Hire Vehicles (Safeguarding and Road Safety) Bill as it continues its legislative journey. Throughout his career, Lord Borwick has done extensive work to make taxis accessible to disabled people. In his time as the chief executive and a shareholder in Manganese Bronze Holdings plc, the company manufactured, distributed and financed the traditional London taxi and developed the first mobile phone hailing system in the world, which went on to become the first wheelchair-accessible public transport system. He went on to be chairman of the company that adopted the Mercedes Vito to make a wheelchair-accessible London taxi, which was undoubtedly a significant contribution to making taxis and private hire vehicles accessible to disabled people.

It would also be remiss of me not to mention the good work of the all-party parliamentary group on taxis. We have heard in this debate from the hon. Member for Cambridge (Daniel Zeichner), who has done extensive work in respect of taxis. I welcome the APPG’s engagement with me on my Bill, and I am sure that it has been assisting my right hon. and learned Friend with his.

There are more than 14 million people in the UK with a disability. For many of them, taxi and private hire vehicles are a vital and sometimes the only means of transport, allowing them to access the daily freedoms that many of us take for granted. Indeed, I understand that research has been carried out by the Disabled Persons Transport Advisory Committee, which found that the households of 60% of disabled people had no car, compared with 27% for the overall population. Moreover, 50% of respondents said that inaccessible transport had restricted their choice of jobs, rising to 62% for wheelchair users and 86% for those with a visual impairment.

As a society, we should not accept such figures. It is hugely important that drivers of taxi and private hire vehicles are willing to offer the extra help required to make a disabled person’s journey manageable and ensure that they are not denied opportunities because of something that is entirely outside their control. That reality has been impressed on me by Gordon Pybus, who is the chair of Darlington Association on Disability, an organisation in my constituency that is led by disabled people who are taking a leading role in changing the negative attitudes that prevent disabled people from participating fully as equal citizens. I know that he and the association warmly welcome this Bill as an important step forward for disabled people.

In proceedings on my own Bill in the other place, moving speeches were made by Baroness Brinton, as I mentioned in an earlier intervention, and Lord Holmes of Richmond about their difficulties as disabled people using taxis. I am pleased that the Bill will address some of the issues that they raised. We have a proud history in this country of legislating to put in place protections for disabled people. The Equality Act 2010 was undoubtedly a huge step forward, providing specific protections for those who use wheelchairs and those with assistance dogs.

We can always do more, however. The overwhelming majority of our taxi and private hire vehicle drivers are good, decent, hard-working people, and they would go out of their way to support their disabled passengers, but a small minority still refuse to carry disabled passengers, refuse to take their bookings or do not make available the assistance that disabled people need to use their services. I welcome the fact that the Bill seeks to right this wrong and broaden the measures in the Equality Act to address the discrimination that many disabled passengers still face.

The Bill will achieve that by amending the Equality Act, specifically the sections relating to the carriage of disabled persons by taxi and private hire vehicles. The Bill is designed to address the inconsistencies in the Act while expanding the protections afforded to wheelchair and assistance dog users to cover all disabled people, no matter the vehicle in which they travel.

The Act rightly requires the driver of designated wheelchair-accessible vehicles and private hire vehicles to carry wheelchair-using passengers at no extra charge. That duty does not, however, currently extend to carrying passengers who could transfer from a wheelchair into a non-wheelchair-accessible vehicle while their wheelchair is folded and stored for the journey. It also excludes from any protection when travelling in a taxi or private hire vehicle all other disabled passengers who do not use a wheelchair.

I am pleased that the Bill will right that oversight to ensure that drivers of taxis and private hire vehicles do not refuse carriage to a disabled person who could reasonably travel in that vehicle with no extra charge, and that drivers make every effort to make sure the disabled person feels comfortable and safe while travelling, among other related duties. Those are very reasonable and simple requests to make of drivers of taxis and private hire vehicles. We would not expect a taxi driver to refuse to transport a mother and child with a pushchair, but sadly, as we heard from my hon Friend the Member for Rutland and Melton (Alicia Kearns), that does happen. That is simply not acceptable in 21st-century Britain.

The Bill will require drivers to carry more than one wheelchair on any one journey except under certain circumstances. It will also ensure that there are protections for drivers who could not reasonably have known that the passenger was disabled and/or required mobility assistance. The vast majority of taxis and private hire vehicles already seek to ensure that disabled customers are able to travel in comfort and have the support they need. It is likely that many already abide by those measures, but I am pleased that the Bill will ensure that those basic expectations are set out in law and will better protect our disabled citizens.

It is right that offences arising from failure to comply with the duties the Bill establishes will be punishable by fines comparable to those for offences already in law under the Equality Act. The Bill puts in place clear deterrents for those who would seek to discriminate against disabled persons.

The Bill also deals with another issue, arising from pre-booked journeys. It is currently an offence to refuse to carry, or to make additional charges for a disabled person travelling with an assistance dog, but not to refuse bookings. The Bill rightly creates new offences where an operator fails or refuses to accept a booking from a disabled person because of their disability, or charges extra for fulfilling any of the duties placed on it to facilitate a disabled person’s journey.

We must not forget that some taxi and private hire vehicle drivers face disabilities or impairments themselves. It is right that the Equality Act provides for exemption certificates for such drivers from duties under the Act. However, the current exemption provisions are very broad, even exempting drivers with such a certificate from the measures preventing drivers from making additional charges. I am pleased that the Bill amends the operation of those certificates so that a driver with a certificate will be exempt only from mobility assistance duties; other duties, such as to carry the passenger and not to propose additional charges, will still apply to exempted drivers.

My own Taxis and Private Hire Vehicles (Safeguarding and Road Safety) Bill seeks to resolve a number of issues with licensing. I am pleased that this Bill will complement mine, and that it seeks to right another issue with the licensing system. Current legislation provides only that local licensing authorities may maintain a list of wheelchair-accessible taxis and private hire vehicles, and only 70% of licensing authorities do so. Only drivers designated on those lists are subject to the provisions of the Equality Act, meaning that drivers in areas without a list have been able to continue to discriminate against disabled passengers, even if their vehicle is wheelchair accessible. That is not acceptable, and I am pleased that the Bill will build on other reforms to the licensing system to require all local licensing authorities to maintain and publish such a list.

In the light of my own Bill, I ask the Minister if the Government have considered whether a central database of wheelchair-accessible vehicles might be a prudent move. In Darlington, we face a shortage of available taxis, in large part due to a shortage of drivers, but wheelchair-accessible vehicles for our disabled community are even more scarce. Ensuring the availability of accessible vehicles for disabled people in Darlington remains a problem.

For the last 10 years of her life, my mother was wheelchair bound as a result of a massive stroke that rendered her unable to walk and dependent on the care of others for the most basic needs. On a number of occasions, it was necessary for mum to rely on taxi transport. I am pleased to report that in every one of those instances, mum received the care and attention entirely appropriate for her situation. To my mind, it passed the “mum test”—that is, it was good enough for my own mother. I believe that the measures in this Bill promoted by my right hon. and learned Friend the Member for Kenilworth and Southam will help to enshrine the mum test in law for all of our disabled constituents.

P&O Ferries

Peter Gibson Excerpts

Thursday 17th March 2022 Commons Chamber

[Robert Courts]

The hon. Lady is right, and I have been absolutely clear about my view of how that has been done. I am merely making a point about the contractual arrangements that exist. We need to understand that, and I will continue to work with her and others to see what we can do to help.

[Peter Gibson (Darlington) (Con)]

I thank my hon. Friend for coming to the House so swiftly. We are all shocked, outraged and appalled by the treatment of P&O staff, and I welcome his condemnation of these dreadful employment practices. Will he continue to update the House on this unfolding situation?

[Robert Courts]

Yes. I am acutely conscious that there are some details I have not been able to give to the House today because the situation is evolving, and there are some things that we do not know and I do not know. As and when I do know, of course I will give the required information, either verbally or in some other way.

Leamside Line

Peter Gibson Excerpts

Tuesday 8th February 2022 Westminster Hall

[Mrs Hodgson]

I agree. That is why this debate links so well with the debate on buses that we had here a few weeks ago. We need the extra connectivity. The scheme is all very well for people who live near the Leamside line, but lots of people do not. They will need the whole passenger transport network to connect and link up.

As my hon. Friend the Member for Newcastle upon Tyne Central (Chi Onwurah) said, the reopening of the line would benefit the whole region; that is indicated by the presence here of non-Leamside line MPs. The line would give young apprentices who cannot afford a car access to Nissan and the International Advanced Manufacturing Park; it would enable workers to get to the two massive Amazon sites along the line; and it would give access to Doxford International Business Park and Integra 61 in Durham. All these employment centres provide over 25,000 jobs, and are growing.

[Peter Gibson (Darlington) (Con)]

As the hon. Lady will know, my constituency has received massive investment—Treasury jobs, the Darlington Economic Campus and a whole host of other civil service jobs. Does she agree that reopening the Leamside line would open up those job opportunities to her constituents, who could travel to Darlington?

[Mrs Hodgson]

I agree. People should be able to reach the jobs easily, wherever they are—and not just those who can afford a car. Often the car comes after the job; people need to be able to get to the job first.

Leamside is not only a solution to a problem, but an opportunity for the whole north-east. Every journey on the Metro by a commuter, shopper or tourist adds an average of £8.50 to the economy. Think of the boost that Leamside would give to the South Tyneside and Wearside Metro loop, even without the wider Leamside line. There are three benefits to this line, and the Metro is just one. This is a win, win, win, as I constantly say. It would mean that people lived and spent money in these local communities. It would change the socioeconomic future of the whole north-east. As Henri Murison said, it is vital for the whole northern powerhouse.

Levelling up the left-behind takes money, but it is question of priorities. Where our high streets are struggling, it is because the local economy is struggling unaided. Where our communities are declining, it is because the services that bind them together are being allowed to fall into disrepair. Where chances for generations of young people are being slashed, it is because the barriers to opportunities are allowed to continue to exist. These are political choices, but they can be addressed and reversed, just as the mothballing of the Leamside line can be reversed.

Before 1992, the line was used for freight purposes, which helped the east coast main line. The Minister will know that the Leamside line has the potential to extend capacity by some 50% on a vital, but highly congested, stretch of the east coast main line—the artery that links the north to Scotland.

--- Later in debate ---

[Peter Gibson (Darlington) (Con)]

It is a pleasure to serve under your chairmanship today, Mr Hollobone. The debate raises a hugely important issue for the connectivity of communities across the north-east, and I am pleased to see so much cross-party unity from the north-east. I congratulate the hon. Member for Washington and Sunderland West (Mrs Hodgson) on securing the debate, and commend her on her efforts campaigning for the Leamside line.

I am proud to have been elected on a manifesto that promised to level up all regions of the UK, realising and releasing the full potential of places such as Darlington. Levelling up is already bringing huge benefits to the north-east, but levelling up must be for everyone, as the hon. Lady said. If we are to ensure that local people can access those new opportunities and that investment can continue to reach communities such as mine, we must ensure that we improve transport infrastructure across all modes of transport, but especially through improvements to rail. In Darlington alone, we are seeing progress with £105 million invested in Bank Top station, but we must not stop there. The reopening of the Leamside line has huge potential benefits to further boost connectivity across the whole region and bring even more investment to our area.

Next year will mark the 60th anniversary of what is, to some, one of the most infamous episodes in this country’s railway history: the Beeching cuts. The north-east has not escaped the legacy of those cuts, which led to further decimation of our railway lines, and we are still feeling the impact on our railways and the connectivity of our region. I am proud that this Conservative Government are seeking to reverse that wrong, and I want the Leamside line to play a role in restoring our railway links to their former glory.

[Mr Richard Holden (North West Durham) (Con)]

I want to emphasise the importance of the points that my hon. Friend is making. The Darlington station changes are vital to another project, the Weardale line, which he and I support as well; they will also play into what we are looking at for the wider north-east, which is an expansion of capacity across the region, particularly with Leamside for freight capacity. Does my hon. Friend agree that this is about seeing the entire thing as one package, with Darlington playing a vital role in that?

[Peter Gibson]

I am grateful for my hon. Friend’s intervention: he has raised some of the points that I was going to mention. The connectivity of our region is pivotal to Darlington, given our important connection to the railway, and he is absolutely right that the debate about how we move forward has to be a whole-region debate.

The 21-mile stretch of the Leamside line, from Gateshead through South Tyneside to Sunderland and County Durham, would open up potential to create new jobs and housing, as well as environmental benefits through taking hundreds of cars off some of the region’s main commuter roles, easing congestion and improving air quality. The Leamside line will help deliver public transport that is fit for purpose, getting people to where employment opportunities are and opening up communities that are currently disconnected to new investment opportunities. The area of County Durham that would be served by the Leamside line has the lowest car ownership per person, meaning that there is public reliance on public transport. It is not right that those people should become further disadvantaged because of matters outside their control. The reopening of the Leamside line could play a part in levelling that playing field and open up opportunities to communities in the rest of the north-east.

In November, I warmly welcomed the Government’s £96 billion integrated rail plan for the north, which will deliver better transport links and spread prosperity and opportunity decades sooner than planned. Reopening the Leamside line would undoubtedly complement that wider package of improvements to rail in the north and midlands. It would take our planned improvements to the east coast main line further by helping to speed up journey times, linking the north-east to the rest of the UK rail network and delivering much-needed east coast extra capacity.

While we have the Minister here, I want to say that we should not just restore the Leamside line. I would also warmly welcome the restoration of the Darlington to Weardale line. Reopening that line would have huge potential to improve local connections and boost business, employment, education and leisure opportunities for my constituents. I am pleased to see that receiving real consideration and look forward to the Government’s feasibility study into the scheme.

I note that we are once again debating reopening a railway line that will better connect areas of the north-east to Darlington. Indeed, I might go as far as to say that it seems that all rails lead to Darlington. It would be remiss of me not to point that out, as it is further evidence that Darlington is the true home of the railways and a clear choice for the home of Great British Railways.

--- Later in debate ---

[Mr Jones]

They have clearly not read the report. If the hon. Gentleman tells me that any Government are going to provide him with £640 million of public money for a railway to Consett, he is deluding himself. That is not going to happen. The point is to be honest with people. I know that he came out with that flippantly when he did not think he would get elected as the Member for North West Durham, but he did and, therefore, he feels he has to follow through. It is not going to be achievable.

I object to the fact that the public are being deluded, and that more public money has frankly been wasted on highly paid consultants. The hon. Member for North West Durham referred earlier to the Weardale line, which is another example of similar amounts of money being suggested. That line will not be achievable, because the amount of money being argued for will not be forthcoming. Why not just be honest with people?

The strategy is clear: throw around all these projects to give the impression that something is happening when it is not. We have a real example with the Leamside line where, if the Government concentrated on putting in the money, it would create benefits. The hon. Member for Darlington (Peter Gibson) is right that it would improve his constituency and those on the east coast main line, due to capacity. However, I wish he would not argue about the new timetable for the north-east coast line, which would mean that an hourly service would be introduced from Chester-le-Street. The hon. Member and the Tees Valley Mayor complained that that would reduce the number of trains to Darlington. I am sorry; we need an hourly service and that needs to be addressed. It would be addressed if we got the project.

[Peter Gibson]

My job as the Member of Parliament for Darlington is to stand up for the services that reach my constituency, just as I am sure the right hon. Gentleman would fight if the services in his constituency were reduced. I have no hesitation in continuing that fight for the services in my constituency.

[Mr Jones]

I have no criticism of that, but he speaks up and gets the entire thing shelved for six months. That means that my constituents do not get the hourly service from Chester-le-Street that they were promised. That shows how logic has gone out of the window in arguing for the overall benefits on the east coast mainline, not just for one particular town that happens to have a Conservative Member of Parliament.

[Peter Gibson]

Will the right hon. Gentleman give way again?

[Mr Jones]

Yes.

--- Later in debate ---

[Mary Kelly Foy (City of Durham) (Lab)]

It is an honour to serve under your chairmanship, Mr Hollobone. I pay tribute to my hon. Friend the Member for Washington and Sunderland West (Mrs Hodgson) for securing this debate. She is a tireless campaigner for the Leamside line, and the entire region is grateful for her work.

In Durham we hear a lot from the Government about levelling up. The term has been used so interchangeably by members of the Cabinet in reference to every scrap of funding or half-baked policy that is thrown our way in the north-east that it has pretty much lost all meaning. In Durham, it is spoken about with increasing irony and frustration, with the words “So much for levelling up” becoming more and more common every time the Government over-promise and under-deliver.

Levelling up should be about more than delivering one-off funding or a few insecure jobs. It should be about transforming the infrastructure of our left-behind regions and improving our schools, homes, roads, railways, economies and so much more, so that the communities we live in—those we are proud to call home—can deliver to a person in the north-east the same quality of living and the same life chances as someone in a more affluent region has. Investment in our transport systems, including our railways, is integral to that.

Transport infrastructure has been underfunded in the north. That is not my opinion; it is fact. In 2019-20, transport spending was more than £560 higher per head in London than in the north-east, while transport investment was almost £380 higher per head in London. The levelling-up agenda was meant to right those wrongs and make up for the years of deprivation and underfunding. That is why I and many of my colleagues in the region are frustrated beyond belief at the Government’s continued refusal to invest in the north-east’s transport infrastructure by reopening the Leamside line.

There are few issues that I and my neighbour, the hon. Member for Sedgefield (Paul Howell) agree on, but on the reopening of the Leamside line we are in complete agreement about its benefits for County Durham and the wider region. In fact, the campaign is supported by virtually every politician in the north-east, regardless of their political party, as well as by our region’s major employers and business groups. That is because the economic and social benefits of reopening the line are clear.

Reopening the line would create more capacity for rail freight, taking polluting lorries off the road. In turn, that could allow more longer-distance passenger services to operate from Durham station on the east coast main line. It would drastically improve connectivity across the region, with the potential to bring rail services to Bowburn, Belmont park and ride and West Rainton in my constituency, creating new public transport links with major employment centres such as Nissan and transforming the economic opportunities for people in County Durham. Reopening the line could also be an integral step in attracting thousands of jobs to County Durham. I have heard at first hand from stakeholders in Bowburn of the benefits of the Leamside line for the Integra 61 site and the surrounding villages, and I am happy to rasie their support today.

Although the Government agree that the plans have

“good potential in terms of transport and socioeconomic benefits”,

they believe that

“the overall cost of the reinstatement remains prohibitive”.

Even though the entire project would cost just £600 million and bring new levels of connectivity to the north-east, it is deemed to be too expensive by those in Government. Do Ministers understand how insulting that is to our region when HS2 is projected to cost at least £80 billion? In the north-east, we are all too often treated as second-class citizens and as less deserving of investment.

[Peter Gibson]

Will the hon. Lady give way?

[Mary Kelly Foy]

Of course.

[Mr Philip Hollobone (in the Chair)]

Order. If the hon. Lady is generously giving way, she needs to resume her seat. I say to the hon. Gentleman that I am keen to have a debate across the Chamber, of course, but there are still two hon. Members who have yet to contribute, and he has already done so. Hon. Members need to be mindful of that.

[Peter Gibson]

I am grateful to the hon. Lady for giving way. Can she outline to the House why the last Labour Government did not deem it necessary to reopen the Leamside line?

[Mary Kelly Foy]

I thank the hon. Gentleman for that intervention. [Interruption.] Yes, there were probably a number of reasons, to do with the preceding Government and some of the rules that were in place. All I can say is that my hon. Friend the Member for Washington and Sunderland West has been fighting for years and years.

Taxis and Private Hire Vehicles (Safeguarding and Road Safety) Bill

Peter Gibson Excerpts

3rd reading
Friday 21st January 2022 Commons Chamber

[Peter Gibson (Darlington) (Con)]

I beg to move, That the Bill be now read the Third time.

I want to begin this morning by thanking the many people who have been involved in the long gestation of the Bill. As an MP elected in 2019, I was pleasantly surprised to be drawn in the ballot to bring forward a private Member’s Bill. I have learned from speaking to many colleagues across the House—many of whom have been here for decades—that the probability of being picked and then steering a Bill that would garner Government and cross-party support through its various parliamentary stages is very low. Today is the culmination of that process, at least in the House of Commons.

Reform of our taxi licensing is something that I know various Transport Ministers have battled with over previous years. My hon. Friend the Member for Wealden (Ms Ghani) and my right hon. Friend the Member for South Holland and The Deepings (Sir John Hayes) are very keen to see the Bill reach the statute book, as, too, is the current Minister, my hon. Friend the Member for Copeland (Trudy Harrison). It is a pleasure to see her in her place today.

Ahead of today’s debate, I spoke with my right hon. Friend the Member for South Holland and The Deepings. He has been an incredible support to me on this journey and I know he would like to have been here today; he cannot be because of a ministerial visit in his constituency. I place on the record my gratitude to him and to my hon. Friend the Member for Wealden.

It would be remiss of me not to mention the good work of the all-party parliamentary group on taxis during this debate, which I know carries out great work in trumpeting reform and updating taxi legislation. I thank the APPG for its engagement with me as well.

Some will recognise much of the Bill, because a previous incarnation of it was ably brought to the House by my friend the hon. Member for Cambridge (Daniel Zeichner). Although he and I sit on opposite sides of the House, it has been a pleasure to work with him on steering the Bill through it. I am indebted to him for his support. Some great things come from this House when we work together on matters, and I am proud to be able to help improve our constituents’ lives with this legislation.

My right hon. and learned Friend the Member for South Swindon (Sir Robert Buckland) also cannot be here today, but he is keen to see the Bill on the statute book—not only as a former Lord Chancellor, but as a constituency MP. In previous debates, I have mentioned the sad and tragic murder of his constituent Sian O’Callaghan. From my engagement with Sian’s family, the Suzy Lamplugh Trust and my right hon. and learned Friend, I know that the Bill will stand as a lasting tribute to Sian.

Violence against women and girls, which is a key focus of the Government and indeed all hon. Members across the House, has been detailed in the recently published “Tackling violence against women and girls strategy”. This work builds on a long heritage of legislation brought about by Conservative Governments, including the Children Act 1989, the Protection from Harassment Act 1997, the Protection of Freedoms Act 2012, the Modern Slavery Act 2015 and the Domestic Abuse Act 2021, all of which contain steps and measures to protect people.

Having sat on the Women and Equalities Committee and the Bill Committee for the Domestic Abuse Act and regularly engaged with my local police, domestic abuse refuge and night-time economy, I am only too well aware of the need for our society to do more to protect people. I am grateful to all hon. Members present for helping to put measures in place that will improve the safety of our constituents.

I will provide an overview of what the Bill does and its merits. There are about 343,000 taxi and private hire vehicle driver licences issued in England and 276 licensing authorities that issue those licences. In each case, it is the responsibility of our local licensing authorities to decide whether a person is fit and proper to hold a taxi or private hire vehicle driver licence. The Bill will make a straightforward, clear improvement to the information available to our local licensing authorities when determining an applicant’s suitability. The availability of as much relevant information as possible is essential to support local licensing authorities in making the right decision, because better decisions can be made when more information is available.

As I said, there are about 343,000 licensed taxi and private hire vehicle drivers. Local licensing authorities refuse applications when they decide that someone is not fit and proper. Furthermore, authorities monitor the activity of their licensees and will suspend or revoke licences when they have concerns. Our local authorities therefore grant, refuse, revoke and suspend licences of those 343,000 people, but there is no requirement for them to share details of their adverse licensing decisions—suspensions, revocations or refusals—with others. It is perfectly possible for a driver to be refused a licence in one local authority and be granted one by a neighbouring authority that has no knowledge of the refusal by the other. It is a crazy situation, and one met with incredulity by many when I have explained what the Bill does.

Not all local licensing authorities are oblivious to the problem. Many use the national register of taxi and private hire licence revocations and refusals, commonly referred to as NR3, established by the Local Government Association and the National Anti Fraud Network. While that is good practice, without consistent use of it—or a similar database—by all licensing authorities, the authority making a decision cannot have the full picture. Given that there are 276 different licensing authorities across England, we need to make it easier for them to share information, because, in this instance, sharing really is caring.

That is what the first part of the Bill aims to do. It would require all licensing authorities in England to record and input into a designated database their suspensions, refusals and revocations of taxi and private hire vehicle driver licences where this is due to safeguarding or road safety concerns.

[Sir Greg Knight (East Yorkshire) (Con)]

I congratulate my hon. Friend on getting this far. Only about 1% of all private Members’ Bills make it on to the statute book, so he has done very well. I wish him well as the Bill proceeds.

My hon. Friend referred to the database. May I ask him who is going to fund the costs of that?

[Peter Gibson]

I am grateful to my right hon. Friend for his intervention. He raises a very important point about the cost, which I will address in further detail later in my speech. However, it is safe to say that a notional cost is already being borne by many local authorities as part of their membership of the national anti-fraud framework. It is for the Minister to decide whether to designate that database for the use of this legislation, if we are successful in getting it on to the statute book, and whether the Government fully fund it themselves or pass the relatively nominal cost on to a local authority.

Licensing authorities will then be required to search the database when processing each licensing application to ascertain whether the applicant has had a licence suspended, refused or revoked by another licensing authority. If there is a relevant entry on the database, the authority will be obliged to request further details of that adverse decision and have regard to the information considered by the other licensing authority when making its own decision. To be clear, the database would only record instances in which a licensing authority suspended, refused or revoked a driver’s licence due to safeguarding or road safety concerns: it would not hold details of that decision. The details would remain held by the relevant licensing authority, and would need to be requested on a case-by-case basis where an application is made to another local authority by an individual whose name appears on the register.

[Dr Neil Hudson (Penrith and The Border) (Con)]

I congratulate my hon. Friend, the proud champion for Darlington, on having introduced this Bill and on getting it so far. I fully support the Bill, which will improve the safety of passengers in taxis and private hire vehicles, and I echo his comments about the cross-party nature of working on this issue; he has mentioned the hon. Member for Cambridge (Daniel Zeichner). It is so important that we work together across the House on important issues such as this.

However, does my hon. Friend agree that the history of the licensing regime goes back to an era when private hire vehicles of any sort were very unlikely to go out of their own area and operated in very small geographical areas? The regime dates back to a different time, but now the situation has evolved. That is why things need to change.

[Peter Gibson]

My hon. Friend raises an incredibly important point. Much of our legislation dates back to previous eras when people did not travel outside their local authority areas, but now vehicles licensed in one local authority could operate entirely in another. Far from being even in neighbouring local authorities, they could be in completely disparate parts of the country.

In the interests of ensuring that the latest and most relevant information is available to the licensing authority, the Bill stipulates that licensing authorities must input the decision details within five working days of notifying the driver of their decision. During the 11 years that the record would be held on the database, the licensing authority must also ensure that it is kept up to date to reflect any changes, such as if the driver successfully appeals the original decision—as indeed they will be able to, just as they may now.

[Nickie Aiken (Cities of London and Westminster) (Con)]

I congratulate my hon. Friend on this excellent private Member’s Bill. I am fascinated to hear what he is saying about the regulation and licensing of private hire vehicles. In London, we have the issue of pedicabs, which can be considered a private hire vehicle but have no licensing regime. We do not know who the drivers are, or how safe they are—in fact, we do not know how safe their vehicles are. Does my hon. Friend agree that it is about time that we had a proper licensing regime for pedicabs in London?

[Peter Gibson]

I am grateful to my hon. Friend for her intervention. She, too, knows the challenges of steering private Members’ Bills through the House, and she rightly continues to raise the issue of pedicabs and to press the House to deliver legislation to deal with it. She has been a tremendous champion of that, and I look forward to her continuing that campaign.

The Bill will give the Government the flexibility to provide the database or to designate another database provider. The database operator will also be able to charge a fee to licensing authorities to cover the cost of administering the database, but that fee would also need to be agreed by the Secretary of State. The fee does not have to be levied; the Government may choose to cover the cost, and I think that adequately deals with the point raised by my right hon. Friend the Member for East Yorkshire (Sir Greg Knight).

Enabling licensing authorities to check an applicant’s previous licensing history with other authorities in respect of suspicions, refusals and revocations will ensure that relevant information can be considered. The aim is to empower our licensing authorities in the vital work they do in protecting the travelling public from the few who seek to do harm.

The other aspect of the Bill is new duties on licensing authorities to report concerns about drivers licensed in other areas and to respond to those reports from other authorities. As Members may be aware, only the licensing authority that issued a driver’s licence can suspend, refuse or revoke it, but, as we know, drivers may be licensed by one local authority but operate almost entirely in another—often a neighbouring local authority, but sometimes much further afield.

Where a licensing authority in England has safeguarding or road safety concerns about a driver licensed in another area that would lead to it considering suspending or revoking that licence had it issued it, the authority will be required to report those concerns to the authority that issued the licence. Those concerns must be reported, even if the licensing authority is based in Wales or Scotland, and they must be reported within 10 working days of the authority’s becoming aware of the relevant information relating to the driver’s conduct in its area.

Where a licensing authority in England receives concerns from another licensing authority in England, Scotland or Wales, it must consider whether to suspend or revoke the driver’s licence. The authority must inform the reporting authority of its decision and reasonings within 20 working days. These measures will help ensure that the licensing authority that issued the licence and is able to suspend or revoke the driver’s licence is aware of serious concerns over its drivers, even when they are working in other areas, so that only those who are fit and proper remain licensed.

Overall, the Bill is about ensuring the safety of our constituents when travelling by taxi or private hire vehicle. From the support the Bill has received across the House, I know it is something we can all get behind. The Bill goes some way towards the reform of our taxi licensing system and improves safeguards for the protection of our constituents. It does not provide for wholesale reform, and it is not a costly measure. It simply and cleanly closes a glaring loophole that frankly should never have been allowed to exist. I commend the Bill to the House.

--- Later in debate ---

[Paul Holmes (Eastleigh) (Con)]

I am delighted to have finished writing my speech before being called, Mr Speaker. I sincerely congratulate my hon. Friend the Member for Darlington (Peter Gibson) on progressing the Bill to this stage. It is a good Bill and it is a testament to his due diligence, his assiduousness as a Member of Parliament and his fundamental love of good governance. This Bill puts good governance at the heart of the taxi and private hire vehicle industry.

Now that he has Government support for the Bill, he might want to step down his case for Darlington to have Great British Railways headquarters, because we in Eastleigh need some good news too. If he manages to get this excellent piece of legislation on the statute book, Eastleigh should have Great British Railways headquarters. I am sure he will agree with me when he winds up at the end of the Bill, or he may wish to intervene. I think that Eastleigh has a very good case.

[Peter Gibson]

As my hon. Friend knows from my previous speeches in this House, Darlington is the birthplace of the railways. In 1825, Locomotion No.1 pulled the very first passenger train across Skerne Bridge—the oldest, longest-established and continuously used railway bridge in the world, and heritage site—in my constituency. I can think of no better place for Great British Railways to be based than Darlington.

[Mr Speaker]

May I suggest that a train is not a taxi? As much as the hon. Gentleman sells this great history, even he would agree that it does not quite link in to this Bill.

--- Later in debate ---

[Paul Holmes]

I thank both my hon. Friends. I have taken a double-header; I shall respond first to my hon. Friend the Member for North West Norfolk, who makes a good point. There is of course an appeals process in the existing licensing regime and the Bill will not harm it at all. In fact, it will do the reverse by making it easier for local authorities to get all the information they need and allowing the driver going through the appeals process to be confident that the local authority will get the full information it needs from throughout the country, if that driver has served under two licensing authorities.

My hon. Friend the Member for Penrith and The Border makes the good point that having a central database should not mean that local authorities keep information inappropriately. I agree with him that drivers should be reassured that their information will be used properly.

[Peter Gibson]

It may assist the House if, following the interventions that my hon. Friend has just generously taken, I put on the record and clarify the fact that in respect of the decisions taken by local authorities the Bill will not change or alter the appeals process in any way, shape or form. The existing regime, with appeals to magistrates courts, will remain as it is.

[Paul Holmes]

I thank my hon. Friend, who is an expert on the Bill because he wrote it, for that clarification. He will have reassured Members from all parties and has just added to the reasons why the Bill should be passed today.

[Paul Holmes]

My hon. Friend tempts me to hark back to my career in local government around 12 years ago—[Interruption.] I know I do not look old enough, as someone very kindly said. I do not think the Bill will have an impact on the number of cases that would be refused. What it would do is allow that information to be shared with councillors. Officers take their responsibilities very seriously and perform them impartially, independently and without fear or favour, as my hon. Friend the Member for Cities of London and Westminster said. I do not think the legislation would have an undue effect on the number of cases that would be refused or granted.

To come back to my speech after those wonderful interventions, the system is outdated as there is no obligation on local authorities to report the concerns about drivers to the home authority. At present, we are in effect allowing an unsafe system. I am not saying that in a melodramatic way or trying to raise concerns about the thousands of drivers that behave properly and provide a backbone to the country, but the current system has some large loopholes and can be unsafe for some people—perhaps not unsafe, but negligent—in allowing the cross-country approach. That is why my hon. Friend the Member for Darlington should be congratulated.

In clause 2, my hon. Friend has thought exactly of that point, with a reasonable time period to record a suspension from local authorities of five days. That would not put an undue or onerous duty on local authority officers, particularly those in licensing teams who work in that atmosphere every day. That is not unreasonable. Clause 2 also provides for that information to be kept on the database for a period of 11 years, and that gets the balance just right. It is not too onerous for drivers to think that if they leave the profession or want to come back to it the information will be kept on for too long. The Bill may be seen by some as onerous for the taxi driver. I do not agree, because those people who have played by the rules, and may have been in the career for 30 years, will have nothing to hide, and they should be reassured by the Bill.

[Peter Gibson]

It may further assist the House for me to clarify that I have had extensive engagement throughout the country with a variety of private hire taxi operators and vehicle hire associations representing their members’ interests. Every single one of them is keen to protect the reputations of good, decent and honourable people who are plying their trade as taxi or private hire vehicle operators, who should be commended for the work that they have done throughout covid. I think it is fair to say that the Bill is universally accepted as good legislation that will protect the reputations of good, decent drivers.

[Paul Holmes]

As usual, in two minutes my hon. Friend has made the point in a much more succinct and concise way than I have in 12, and I am sure that will happen again in our mutual careers over the next few years. He never knowingly undersells something with fewer words than I do.

My hon. Friend the Member for Penrith and The Border made the point that drivers are now driving further and people are using taxis for longer distances, rather than just in their city or town jurisdiction. If we apply the Bill to the geographical location of my constituency in Eastleigh, it has a major railway station in Southampton Airport Parkway that is massively serviced by Southampton taxi drivers because it is 500 yards over the local authority licensing boundary. It seems perfectly sensible to me that if someone is using a major infrastructure point such as Southampton Airport Parkway and travelling back into the city of Southampton, Eastleigh and Southampton should be able to share information to ensure the constant and uniform provision of safe vehicles and safe drivers. As well as road safety, given that there are more cars travelling and many people using taxis have absolutely no idea of the safety mechanisms or of how well serviced the car is in which they will be travelling one mile or 50 miles, there has to be a mention of what my hon. Friend the Member for Darlington said: this will have an impact in making people who use taxis feel safer and more reassured.

Ironically, as I said earlier, people use taxis as their first port of call when they do not necessarily feel safe travelling home on trains and tubes because of the night-time or the early-morning economy. When we leave the Chamber today after what I hope is a successful conclusion to the Bill, it is important that we all go out and let our constituents know that this fundamental legislation will provide them with that extra safety, particularly vulnerable people who might be travelling to hospital, women and younger people. Unfortunately, some cases in recent history show why this Bill is necessary.

I have had the leave of the House to speak for quite some time. [Interruption.] Someone said, “Hear, hear.” Thanks very much. I sincerely congratulate my hon. Friend the Member for Darlington, who is a good friend of mine. He believes in good legislation and has an acute eye for making sure legislation is drafted in the right way. I have no doubt that we will see him have a further impact on legislation and good governance in this country. That is why this Bill should be passed this afternoon.

--- Later in debate ---

[Mike Wood (Dudley South) (Con)]

I join hon. Members in congratulating my hon. Friend the Member for Darlington (Peter Gibson) on bringing forward such an important Bill. I remember well that being drawn out of the private Member’s Bill ballot, particularly as a relatively new Member of the House, can be something of a mixed blessing. A Member normally only really finds out they have been successful and got one of the higher places in the ballot when, suddenly, their email inbox starts pinging 100 times a minute. They are suddenly far, far more popular than they have been for a long time, with any number of organisations, non-governmental organisations, charities, campaign groups and Government Departments on the telephone with helpful advice on issues they might wish to consider bringing forward. That lasts until they announce the title of their Bill, when suddenly the calls stop and the emails stop, and the work really begins.

A private Member’s Bill can be a huge amount of work—preparing and drafting the Bill, navigating the legislative process, building support, finding supporters, negotiating with Opposition parties and finding Members for the Bill Committee. I know my hon. Friend the Member for Darlington will have done a huge amount of work over the past eight months. It is thanks to that work that we are at the point of hopefully completing this House’s consideration of the Bill this morning. That is a tribute to his effort and his effectiveness in bringing people together behind a very sensible set of proposals.

My hon. Friend was typically generous to the hon. Member for Cambridge (Daniel Zeichner) for all the work he did on the predecessor Bill, which laid so much of the groundwork. I think it was Isaac Newton who said he was standing on the shoulders of giants; I do not know whether my hon. Friend would put it in quite such terms, but I am sure the sentiment applies.

[Peter Gibson]

My hon. Friend is making an excellent speech and I am very grateful for his praise, which is making me blush. In Committee, I made similar references to the people whose shoulders I was standing on. I think I described the hon. Member for Cambridge as the father of the Bill, and my right hon. Friend the Member for South Holland and The Deepings (Sir John Hayes) as the grandfather of the Bill—he took some objection to that, as it seemed to imply his age. I am grateful to my hon. Friend for his comments.

[Mike Wood]

I thank my hon. Friend for that intervention. Perhaps it might have been more delicate to suggest that our right hon. Friend the Member for South Holland and The Deepings (Sir John Hayes) was not the grandfather of the Bill, but more a favourite uncle. That is how most of us think of our right hon. Friend, who I know wishes he could be here.

The need for the Bill is clear to anyone who gives the most cursory thought to the issue. The taxi licensing regime, as has been said, goes back to a time when taxis and private hire vehicles operated locally and were very unlikely to move outside of their area. That is not the world we are in now. We are now in an age of app-based travel. In the 21st century, with Uber, Gett, Kapten and who knows how many others that I am not quite hip enough to yet be familiar with, it really is impossible to know where a taxi might have originated from. Of course, there are exceptions—in Dudley, there are a number of local operators, including one operated by one of my local councillors, which run extremely successfully on a local basis with local drivers and local registrations and are competing with the big ride-hailing apps—but we do need to look at the wider regulatory framework.

Other hon. Members have spoken about their time on local authority licensing authorities. During my time as a member of Dudley Council, through a mixture of pleading and constraints on availability, I very successfully avoided being on the licensing committee, but I know that those who serve on such authorities around the country have the extremely difficult responsibility of making sure that passengers are safe and that responsible operators can run their business and make their living in a fair, reasonable and safe way.

The first priority has to be passenger safety: anyone who gets into a taxi or a private hire car has to know that they are safe. In almost all cases they are, but a very small number of very high-profile cases, such as the horrific crimes carried out by John Worboys, have had a horrible impact on people’s lives. Wherever a vehicle or a driver is licensed, authorities have to do everything they can to ensure that the risk is kept to the absolute minimum.

On Second Reading, in an intervention on my hon. Friend the Member for Darlington, I said that, since the liberalisation of licensing, some local authorities have been responsible for a huge proportion of the licences issued in any region. In the Black Country, City of Wolverhampton Council issues approximately 15,000 licences per year. At least one was for a driver from as far away as Perth—I shudder to think what the fare would have been on the round trip for that taxi, which is presumably still operating in Perth with a licence issued in Wolverhampton. That is why it is so important that, once my hon. Friend’s Bill is on the statute book, the devolved Administrations make sure that the flow of information that the Bill provides for is reciprocated: so that Scottish, Welsh and Northern Irish licensing authorities can see clearly any concerns or offences recorded by an English authority, while those who make decisions in places such as the City of Wolverhampton can see whether any reasons to decline a licence have been recorded, whether in Perth, in Swansea or in Derry.

The Bill builds on an existing register, which local authorities have effectively put in place themselves, and provides the option for the Minister to make it the relevant register. The NR3—the national register of taxi and private hire licence revocations and refusals—was created three years ago by the Local Government Association and is managed by the National Anti Fraud Network; it is an excellent example of how local government can innovate and introduce solutions. Those solutions are working well. It is now time for us to legislate for a comprehensive system across the country and support the local authorities that already submit data on a voluntary basis by making that approach the rule, instead of the somewhat patchy system that is now in place.

Putting a statutory obligation on local licensing authorities to record refusals, revocations and suspensions will improve safety for passengers. It will allow local enforcement teams to report instances of wrongdoing, and ensuring that the report is dealt with will help to keep all our constituents safer when they get into a taxi or a private hire vehicle. It will also ensure that licensing bodies in local authorities are in possession of all the relevant facts before they issue a licence, as they will be aware of previous refusals and suspensions.

This is an absolutely crucial safety mechanism; it will ensure that data sharing is commonplace. By sharing the data, all authorities will be in possession of all the facts. That must be the right way to handle the licensing and approval of those who have the responsibility of transporting people about and in whom passengers put their trust daily. Passengers must know every time they get into those vehicles that they are safe. That is important not only because they must of course be safe, but because there must be confidence in the system of taxis and private hire vehicles if the industry, on which so many people’s livelihoods rely, is to thrive and be sustainable.

--- Later in debate ---

[Peter Gibson]

With the leave of the House, can I place on the record my thanks to the Minister for her engagement with me? It has been a pleasure to work with her on the stewardship of this Bill, and I thank her for her speech this morning. I am particularly delighted to see the Minister of State, Home Department, my hon. Friend the Member for Louth and Horncastle (Victoria Atkins), in her place. She has done so much work in respect of violence against women and girls. I had the great privilege of serving under her stewardship of the Domestic Abuse Bill. It was an exemplary performance. I am delighted to see her in her place today for the final passage of my Bill in the Commons.

I am grateful to all Members who have spoken today. I was going to list them all individually, but the Minister has done that already. I thank all Members for their congratulations to me. I also want to thank the sponsors of the Bill—some of whom are here and some of whom are not—everyone who spoke on Second Reading, those from across the House who served on the Bill Committee, the Department for Transport staff, who have been excellent in their engagement with me, and the House staff, who have worked diligently with me. Last but not least, I want to place on the record my sincere thanks to my hon. Friend the Member for Castle Point (Rebecca Harris), whose stewardship and guidance ensured that I was able to get this far.

Question put and agreed to.

Bill accordingly read the Third time and passed.

[Mr Deputy Speaker (Mr Nigel Evans)]

Congratulations, Peter—absolutely superb. I want to put on the record my gratitude to all the taxi drivers in the Ribble Valley.

Great British Railways HQ: Darlington Bid

Peter Gibson Excerpts

Tuesday 7th December 2021 Westminster Hall

[Sir Gary Streeter (in the Chair)]

Before we begin, I remind Members that they are expected to wear face coverings when not speaking in the debate. This is in line with current Government guidance and that of the House of Commons Commission. I remind Members that they are asked by the House to have a covid lateral flow test twice a week if coming on to the parliamentary estate. This can be done either at the testing centre in the House or at home. Please also give each other and members of staff space when seated and when entering and leaving the room. There will not be an opportunity for the Member in charge to wind up the debate, as is the convention for a 30-minute debate. I see that other colleagues are here as well. It is a pleasure and a delight to call Peter Gibson to move the motion.

[Peter Gibson (Darlington) (Con)]

I beg to move,

That this House has considered Darlington’s bid to become the home of Great British Rail.

Thank you, Sir Gary, and it is a pleasure to serve under your chairmanship. I thank my Tees valley colleagues for attending to show their support, and Darlington Borough Council for its ongoing work to help to bring the headquarters of Great British Railways to Darlington.

Perhaps it was inevitable that our railways should feature heavily in my work as the Member for the great railway town of Darlington. Over the last 24 months during which I have had the privilege to serve in this place, railways have featured extensively, both here in Parliament and at home in Darlington. To quote the father of the railways, Edward Pease,

“thou must think of Darlington; remember it was Darlington sent for thee.”

Those words are as relevant today as when they were spoken two centuries ago, and they led to the route of the railway line from Shildon to Stockton incorporating Darlington. Edward was a visionary who used infrastructure as the basis for levelling up. However, for too long, those words and Darlington’s position as the birthplace of the railways have been overlooked and ignored.

[Alex Cunningham (Stockton North) (Lab)]

I always enjoyed my little spats with the hon. Gentleman’s predecessor, Jenny Chapman, when we both claimed our respective towns were the real home of the railways. The first passenger line went from Stockton to Darlington. We agreed that it started in Stockton, but, she said, with Darlington money. Surely Stockton is the real birthplace of the railways. The hon. Gentleman should set aside his ambition to bring these headquarters to Darlington and work with me and the hon. Member for Stockton South (Matt Vickers) to bring them to Stockton, the real home of the railways. After all, Darlington is getting all those civil service jobs. We need to be levelled up.

[Sir Gary Streeter (in the Chair)]

A reminder that interventions should be brief.

[Peter Gibson]

The hon. Gentleman grew up and spent a long time in Darlington. I am sure he will back my campaign, rather than a personal campaign.

In the 1970s, the National Railway Museum was tipped to be located in Darlington, but was instead opened in York. In 2004, a new museum was opened at Shildon. Both decisions robbed Darlington of hundreds of thousands of visitors. I am told that, at the time, a councillor is reported to have said, “We want nowt more to do with trains.” However, I am pleased that that attitude has changed, with firm backing from Conservative-led Darlington Borough Council and with cross-party interest in protecting and restoring our railway heritage. Despite those oversights, Darlington’s ingenuity and expertise have not waned, and many of my constituents are already working in the railway industry or in skilled engineering and administrative jobs. Indeed, Darlington is home to Railpen, which administers railway pensions and occupies the stunning baroque revival-style Stooperdale Offices, built as a HQ for the North Eastern Railway Company.

I am delighted to make the case on the record for why Great British Railways should come to Darlington. As we are in the festive season, I want to inform the Minister of the carol of Darlington’s railway past, present and future yet to come, in the hope that by the end of the debate he will embody the spirit of Christmas and be mindful to bestow this gift on Darlington. Fundamentally, Darlington has a unique and unmatched connection to our railways. It all began in 1819, when the novel idea of using a steam-powered locomotive to pull passenger carts was first mulled over. Indeed, although the House legislated in 1821 to allow the creation of the Stockton and Darlington railway, it was in our town that the idea of a modern passenger railway was conceived between Edward Pease, Jonathan Backhouse and the famous George Stephenson. Stephenson’s ingenious Locomotion No.1, built in the north-east thanks to the financial backing of the Pease family, would pull the first passenger carts over Darlington’s Skerne bridge in 1825.

[Paul Howell (Sedgefield) (Con)]

I congratulate my hon. Friend on securing the debate. I am the Member for the rest of Darlington borough, where the railway line heads to the west. Does my hon. Friend agree that the original railway line started to the west of Darlington and finished to the east of Darlington, at Stockton, and that Darlington is obviously the central part of that historic railway line?

[Peter Gibson]

I am grateful for that intervention from my hon. Friend, who makes an excellent point. With its position on the Stockton-to-Darlington railway line, Darlington is actually central to the Stockton and Darlington railway.

Skerne bridge commemorated the birth of the railway in 1825 and is immortalised on the former £5 note—a bridge that still carries passenger trains, is a world heritage site and is the world’s oldest continuously used railway bridge. In my maiden speech, I challenged the decision of the National Railway Museum to remove Locomotion No. 1 from our town, where it had been on display for over 160 years and stood as a monument to the father of the railways, Edward Pease, who embodied Darlington’s entrepreneurial spirit. First, it stood on a plinth at Darlington’s North Road station, before being moved to Bank Top station. It then once again returned to North Road to sit in the Head of Steam Museum. The only times it had left our town was to be showcased around the world, and to be protected from harm during the second world war. Thankfully, our battle to protect the engine resulted in some success. Under the agreement, Darlington and Shildon will share the display of the engine, and there will be a guaranteed plinth for a new replica of Locomotion No. 1 at Bank Top station.

[Matt Vickers (Stockton South) (Con)]

I am sure that the hon. Member for Stockton North (Alex Cunningham) and I would be happy for my hon. Friend to play around with Locomotion No. 1 for some time, but everybody would agree that Stockton is the real home of the railway. The first discussions about putting the railway together were had in Stockton, the first railway track for that railway line was laid in Stockton, and the first ticket was sold in Stockton. My hon. Friend can keep Locomotion No. 1, but we want Great British Railways.

[Peter Gibson]

I am grateful to my hon. Friend, who is a great champion of Stockton. I challenge and question some of his historical perspective, but I know that he is campaigning vigorously, just as I am, to bring Great British Railways to the Tees valley.

The permission to describe Darlington town as the historical home of Locomotion No. 1 was agreed with the National Railway Museum, and we have agreed to the purchase of a working replica for the Head of Steam Museum in Darlington. Through a kind gift from Network Rail and the efforts of Sir Peter Hendy, we also have Darlington’s D6898—the very last diesel railway engine, which was built at Faverdale in 1964.

[Jacob Young (Redcar) (Con)]

While my hon. Friend is on the subject, he will be aware that Locomotion No. 1 was the first train to pull into Redcar train station. Does he share my passion to see Redcar train station redeveloped, as I have shared with the Minister previously?

[Peter Gibson]

I am grateful for that intervention from my hon. Friend, who is a doughty champion of Redcar. Redcar station is very familiar to me, having travelled through it as a schoolchild, and having previously served on the coastal communities board in Redcar, I know that it is a pivotal piece of infrastructure for the levelling up of Redcar. I would be happy to support him in his endeavours to do just that.

[Paul Howell]

To enhance the discussion around Redcar railway, I am sure my hon. Friend the Member for Redcar (Jacob Young) is aware of the need to put a station at Ferryhill and allow the people of Redcar to come to Sedgefield and the people of Sedgefield to go to Redcar.

[Peter Gibson]

My hon. Friend is continuing his campaign for Ferryhill station. I thank Paul Gilbert, Rob Davis, and Rob Morton who did the restoration work as part of Network Rail’s gift of D6898 to Darlington. The culmination of this campaign, and its outcome, will ensure that Darlington’s railway past continues to be the bedrock of our town’s story, while establishing Great British Railway’s headquarters in Darlington will secure its present and future.

In choosing a new home for Great British Railways, the Government have the chance to recognise the essential and pivotal place that Darlington has in the national, and international, story of the railways, and to restore our place in history as the home of the organisation. This is an exciting time in Darlington’s railway present, as our Bank Top station is redeveloped and our railway heritage is protected and restored, ahead of the bicentenary celebrations of the Stockton and Darlington railway in 2025. There has been a massive investment of £20 million from Tees Valley Combined Authority to help establish our rail heritage quarter. I pay tribute to the efforts of Ben Houchen and all he has done for our area.

Darlington is firmly on the up, thanks in large part to the Government’s levelling-up agenda. Earlier this year, the Chancellor—a firm friend of our town—announced that the Treasury would create a new northern economic campus in the centre of our town, in close proximity to Darlington’s Bank Top station. Already, civil servants from the Treasury, the Department for International Trade, the Department for Business, Energy and Industrial Strategy, the Department for Levelling Up, Housing and Communities, the Competition and Markets Authority and the Office for National Statistics are benefitting from our excellent transport links.

[Matt Vickers]

I am sure that my hon. Friend will agree with me that levelling up is about spreading opportunity the length and breadth of the country. Darlington has its Treasury jobs, and York has its Cabinet Office jobs. Is it not about time that Great British Railways came home to Stockton?

[Peter Gibson]

I am once again grateful to my hon. Friend for his intervention. However, my job is to champion all that is great about Darlington, and push for continued investment and new jobs. I will not dissuade him from continuing his campaign, but my job here is to champion Darlington’s cause.

[Alex Cunningham]

Will the hon. Gentleman give way?

[Peter Gibson]

I will give way one more time, and then I really must make some progress.

[Alex Cunningham]

I am grateful to the hon. Gentleman for giving way. We are all Tees valley MPs in this Chamber this afternoon. I would like to send a message to the Minister. I am old enough to have been there in Darlington as a schoolboy when we celebrated the 150th anniversary of the Stockton to Darlington railway. I hope to still be around when we celebrate the 200th anniversary. Our message from Tees valley is that we want it in the Tees valley. We might fight among ourselves over it, but we want the headquarters of Great British Railways in the Tees valley.

[Peter Gibson]

The hon. Gentleman should know that we can work together, just as he has worked with my hon. Friend the Member for Cleethorpes (Martin Vickers) on the campaign for a hospital in his constituency, and just as all the Tees valley MPs have worked hard to secure the Darlington economic campus. However, at this stage in the discussions about the home for Great British Railways, there is nothing wrong with a little bit of friendly competition between me, the hon. Gentleman and my hon. Friend.

My right hon. Friend the Chancellor has already been working in Darlington and was recently spotted in its redeveloped market hall. That redevelopment complements the rejuvenation of the town centre, with £23.5 million secured from the towns fund, allowing our town to reverse the disastrous changes of the past and making Darlington a thriving market town once again.

Only a few weeks ago, the Chancellor announced millions more in his autumn Budget to revolutionise transport in the Tees valley—vastly improving regional connectivity. At its centre will be the redeveloped, modern Bank Top station, which will help the thousands of civil servants, along with Ministers, to move freely up to the town from London and make journeys locally, connecting the northern economic campus with the new freeport along the Tees. This £105 million transformation will revolutionise rail capacity north of York, increasing the frequency and reliability of services. The redevelopment of Bank Top will increase capacity with three new platforms, a new station building, car park and improved public access, adding to and enhancing the splendour of our grade II* listed station. This will turn Bank Top into a regional hub that is fit to serve not only Darlington and the Tees valley but large parts of south Durham and North Yorkshire. I also warmly welcome the recent award of £50,000 for a feasibility study on the reopening of the Darlington to Weardale railway, which will further enhance connectivity and opportunity.

In addition, we are restoring our rail heritage. I pay tribute to Network Rail, Darlington Borough Council and the A1 Steam Locomotive Trust, which have worked hard locally to maintain Darlington’s Skerne bridge and to brighten up three other historic railway bridges in Darlington. With reeds and weeds already cleared from Skerne bridge and the continuation of the £60,000 project to restore three of the bridges, two having already been repainted, our town centre is already looking like the natural place to find the headquarters of a national railway, with green livery aplenty and the restoration of the town’s proud crest, replete with Locomotion No. 1 at its heart.

There is, of course, more to be done, and I will continue to push Network Rail to ensure that the restoration of North Road bridge is completed and, most importantly, that our Bank Top station has tactile paving installed, something that has been called for by the excellent Darlington Action on Disability group.

We may have lost our huge carriage works many years ago, but sleek new Azuma trains roll off the production line just a few miles up the road at Hitachi Newton Aycliffe, where many of my constituents work. The Minister will also be aware of the wonderful work of the A1 Steam Locomotive Trust, which hand-built Tornado, the new steam train licensed to operate on the mainline, and I look forward to the Prince of Wales engine, again hand-built in Darlington, joining its sister on the network very soon. With thousands of civil servants moving north, the redevelopment of Bank Top and the restoring of our railway heritage at this pivotal moment in our town’s railway story, bringing the HQ of Great British Railways to Darlington just makes sense.

As I have already set out, we have secured Darlington’s future prosperity and growth through the movement of civil servants north, the creation of a new freeport on the River Tees and the investment in our town centre. However, as my hon. Friend the Minister will know, Darlington’s railway connections are under threat once again from London North Eastern Railway. Our greatest worry is that, even though we recently saw off the proposed changes to next year’s timetable on the east coast main line, the proposals are back, and I am worried that they will lead to a further act of betrayal of Darlington, robbing us of vital connectivity.

We know that there will be a growth in the number of journeys made from Darlington’s Bank Top station. Indeed, estimates show that within a decade an additional 340,000 passengers will be using the station every year, yet proposals for May 2022 risk leaving the town poorly connected, with regular services to London and Edinburgh slashed. Locating the Great British Railways HQ in Darlington would undoubtedly soothe the worries of my constituents as we bounce back from the damage done in the past, and it would further restore our town’s pride in its historical connections with the railways.

I need not repeat the myriad Government Departments coming to our proud town. The reasons are manifold: our proud history, local talent, connectivity, levelling-up opportunities and reversing the brain drain from the north-east. There are, of course, many other notable towns bidding for the HQ—Crewe, York, Derby and, as we have already heard, Stockton—but ours is the only bid backed by the people of Darlington, whose forebears created and built the railways, and I am proud to work closely with Darlington Borough Council to unite the town behind the bid. I trust I have conveyed to the Minister the desire and the need to put the HQ of Great British Railways in Darlington. We have the heritage, the history, the connectivity, the ingenuity and the people. I will conclude by imploring the Minister to choose Darlington as we build on a legacy of the past, secure our present railway and deliver for the future.

Taxis and Private Hire Vehicles (Safeguarding and Road Safety) Bill (First sitting)

Peter Gibson Excerpts

Wednesday 3rd November 2021 Public Bill Committees

[The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)]

I congratulate my hon. Friend the Member for Darlington on his success in promoting his private Member’s Bill. It brings our attention to an important issue: how the licensing authorities can best share information to ensure that the minority of individuals who would seek to cause harm can be prevented from obtaining a taxi or private hire vehicle driver’s licence.

As the Bill does not change the decision-making process of the licensing authorities, the amendment is an unnecessary clarification of what we mean by road safety. Clause 1 seeks to clarify which decisions by an authority to suspend, refuse or revoke a taxi or private hire vehicle driver’s licence should be recorded on a database. For those purposes, the broad description of road safety that is in use already would seem sufficient, as all decisions made in relation to road safety should be available for authorities to review when making their decisions.

Those authorities are of course still able to grant a new licence to a driver who has a record on the database. They are not bound by the previous decision, or by the fact that that is held on the database. The guidance that the Government will produce, should the Bill make it to the statute book, would clarify the terms in more detail for the licensing authorities, so that they are clear what decisions relating to road safety and other relevant information should be recorded on the database. For those reasons, the Government will resist the amendment.

[Peter Gibson (Darlington) (Con)]

It is a pleasure to serve under your chairmanship, Ms Bardell.

Clause 1 defines “Relevant information”. That definition is important because it is used throughout the Bill to trigger when there is a duty on a licensing authority to record instances of a suspension, refusal or revocation of a driver’s licence on the database, or to report concerns about drivers licensed in other areas. Those duties apply only when the licensing decision relies wholly or in part on the concerns related to relevant information.

Licensing authorities are required to carry out an assessment of whether a driver is fit and proper to hold a driver’s licence and to ensure that remains the case for the duration of the licence. Legislation already enables them to take a view of whether a driver is a risk to road safety. Licensing authorities are experienced at taking decisions on what poses a threat to road safety and know that they must justify those decisions. Existing checks and balances ensure that licensing authorities’ decisions can be contested, including the ability to challenge an authority’s assessment of any risk to road safety.

The Bill does not seek to change or influence the decision making of licensing authorities, and nor does it change the right of a driver to contest a decision; it is simply focused on ensuring passenger safety. The Bill includes provisions for the Secretary of State to issue guidance for licensing authorities, which I am sure could be used to provide further guidance on the matter.

Following my explanation and that of the Minister, I hope that the hon. Member for Ilford South will feel able to withdraw his amendment.

[Sam Tarry]

The purpose of the amendment is to ensure consistency across the country. The GMB, the LTDA and other representatives of the various minicab and private hire drivers across the country are keen to see the Bill go through. I know from our discussions that they want to have that ability in order to be certain that they would not be penalised in one area that was in any way different from the DVLA. I am also conscious that the Bill has been brought before the House many times, in different guises, and I am keen that we get as much Government support for it as possible. The Bill can move forward on a cross-party basis, so that it gets through and makes the changes that need to happen—many are contained in the Bill. It would make a real difference. On that basis, I will not press the amendment.

--- Later in debate ---

[The Chair]

With this it will be convenient to consider clauses 2 to 9 stand part.

[Peter Gibson]

This Bill aims to do two things. First, it introduces a mandatory database of taxi and private hire vehicle driving licence suspensions, refusals and revocations for all licensing authorities in England. Secondly, it creates duties on licensing authorities in England to report safeguarding and road safety concerns about drivers licensed by other authorities, and for those authorities to have a duty to take account of those concerns. These are essential changes to empower our licensing authorities to continue in their tireless work to keep the travelling public safe by giving them the information they need to make informed licensing decisions.

I have already spoken about clause 1, so I will move on to talk about the other clauses relating to the database and the responsibilities of licensing authorities to it. I will speak first to clause 4, as it pertains to the database itself, and then I will discuss clauses 2 and 3, which relate to the duties on licensing authorities to use it.

Clause 4 gives the Secretary of State the power to provide or designate a database to record the suspensions, refusals and revocations of taxis and private hire vehicles driving licences. This allows for a database, such as the NR3 database established by the Local Government Association and the National Anti Fraud Network, to be designated as the database that all authorities must use. This should help the Bill come into effect and provide its benefits much sooner, as this system is already being used voluntarily by many good local authorities.

Clause 4(3)(b) would ensure that there is a reasonable time limit for holding entries about a driver. The 11-year period specified in the Bill ensures that the information is available to licensing authorities to support their decision making, while still allowing, in line with other record keeping such as Disclosure and Barring Service checks, for that prior history to no longer be disclosed. The 11-year period broadly aligns with the filtering of less serious adult convictions within the regime in which the disclosure and barring regime operates. It is also worth remembering that all licensing authorities require drivers to be subject to an enhanced DBS check and most to a barred list check, with relevant convictions and non-conviction information disclosed as part of this process.

Clause 2 creates a duty on licensing authorities in England to record on the database information about certain suspensions, refusals and revocations. As explained earlier, authorities would have to record all suspensions, refusals and revocations of taxi and private hire driving licences where they have relied, at least partly, on relevant information, by which we mean safeguarding or road safety concerns. Clause 2 also ensures that those records are made promptly within five days of the decision being made and that authorities must keep their database entries up to date, including those as a result of appeals. That means that the information that authorities use to make their licensing decisions will be as current as possible, which is essential for effective decision making.

The database would also hold only basic information about a decision and the licence holder, to allow authorities to search effectively. To receive details of a decision, the authority would need to contact the relevant authority that had made the entry. That ensures that only those with a business need for the details of those licensing decisions can access them.

[Sarah Champion (Rotherham) (Lab)]

It is a real pleasure to serve under your chairship, Ms Bardell. On a point of clarification, will the fee associated with database entries be paid by the local authority or by the individual, and does the hon. Gentleman anticipate that it will be enough to cover all the administration costs, or does he think that the Government will need to, in effect, underwrite the database?

[Peter Gibson]

I thank the hon. Member for that intervention. From the information that I have been provided, because the majority of local authorities are already part of the National Anti Fraud Network, which runs the database, the additional cost that will be incurred by local authorities that were not already adding to the database in doing so is marginal. I think it will be a couple of pounds per driver entry, so it is a nominal cost, which I am sure she will agree is a small price to pay.

--- Later in debate ---

[Trudy Harrison]

I will of course go away and consider that, and more importantly, we will work with colleagues in the Home Office. There has been some really important and concerning discussion about name changes in relation to DBS checks, and we are working on that issue with colleagues.

The Bill is an excellent step, and my hon. Friend the Member for Darlington has received support for it from across the House. I reiterate my thanks for the collaborative way in which we have got to this point. I look forward to following the Bill through its parliamentary stages.

[Peter Gibson]

This House is at its best when people work together, and this Committee has been a shining example of that co-operation and collaboration. I thank all right hon. and hon. Members who have been on this short Committee. This is a short but vital Bill, and I thank everyone for sharing their expertise.

The hon. Member for Rotherham has been a champion of reform in this area, and I pay tribute to her passionate work. The hon. Member for Cambridge, who I will designate the grandfather of the Bill, if I may, has been entirely co-operative throughout the process, and I thank him for his expertise and the care with which he has attended to the Committee’s proceedings. If the hon. Member for Cambridge is the grandfather of the Bill, then my right hon. Friend the Member for South Holland and The Deepings is its great-grandfather. I thank him for his help, assistance and guidance throughout.

My right hon. and learned Friend the Member for South Swindon—my good friend—is the Bill’s great-uncle. As he rightly pointed out, Sian O’Callaghan tragically lost her life at the hands of a taxi driver. Sian’s family and the Suzy Lamplugh Trust have been incredibly supportive of the Bill. It would be a fitting tribute to Sian if the Bill were to become known as Sian’s law.

I also thank the Lord Commissioner of Her Majesty's Treasury, my hon. Friend the Member for Castle Point (Rebecca Harris), for her guidance on and navigation of the maze that is a private Member’s Bill. She has been stalwart in her help and support. I also thank the Minister on her first appearance as Minister in Committee.

In conclusion, I record my thanks to those who work behind the scenes, including the officials at the Department for Transport, who have put in the legwork on the Bill, and our Clerk, Mr Mellows-Facer, who has been incredibly supportive over the past few months. I hope that all members of the Committee will see the Bill through today. I look forward to their joining me in the Chamber on 21 January for Third Reading.

Question put and agreed to.

Clause 1 accordingly ordered to stand part of the Bill.

Clauses 2 to 9 ordered to stand part of the Bill.

[The Chair]

I endorse the words of the hon. Member for Darlington and congratulate him and all other Members who have played such an important part in getting the Bill to this point. I also congratulate the staff of the House and those outside who have been mentioned—they have played a significant part. This will be an important date for them. The hon. Gentleman is right that we are at our best when we work cross-party to get things done.

Bill to be reported, without amendment.

Weardale Railway

Peter Gibson Excerpts

Monday 1st November 2021 Commons Chamber

[Peter Gibson (Darlington) (Con)]

I congratulate my hon. Friend the Member for North West Durham (Mr Holden) on securing the debate and on his tireless campaigning on the issue.

The potential restoration of the Darlington to Weardale line was a very welcome announcement last week as we reopen connectivity in the north-east, levelling up and unlocking its potential. I look forward to the Government’s feasibility study, which will examine the scheme’s potential for improving local connections and boosting business, employment, educational and leisure opportunities for my constituents as we look at expanding services from Darlington to Stanhope.

Ahead of the bicentenary of the Stockton and Darlington railway, we know that the Weardale line, which is steeped in local history, is an important step in our levelling-up agenda. I am proud of my regional colleagues—my hon. Friend the Member for Sedgefield (Paul Howell), whom we have heard from this evening, my hon. Friend the Member for Bishop Auckland (Dehenna Davison), and particularly my hon. Friend the Member for North West Durham—for their collective dedication to the work. I thank Ministers for being receptive and supporting the project into its next phase.

Taxis and Private Hire Vehicles (Safeguarding and Road Safety) Bill

Peter Gibson Excerpts

2nd reading
Friday 10th September 2021 Commons Chamber

[Peter Gibson (Darlington) (Con)]

I beg to move, That the Bill be now read a Second time.

This Bill may look familiar to some hon. Members, particularly the hon. Member for Cambridge (Daniel Zeichner), who introduced a similar Bill in the 2017-19 Parliament. I am pleased to see him in his place today and thank him for his hard work on the earlier Bill, and I thank all members of the all-party parliamentary group on taxis, which he now chairs.

I am also indebted to my right hon. Friend the Member for South Holland and The Deepings (Sir John Hayes) and my hon. Friend the Member for Wealden (Ms Ghani), both former Transport Ministers, who have worked hard on this issue and whose assistance in recent weeks has been invaluable.

I am also grateful to those three Members for co-sponsoring the Bill, along with my right hon. Friends the Members for Romsey and Southampton North (Caroline Nokes), for Scarborough and Whitby (Mr Goodwill) and for Tatton (Esther McVey), the hon. Member for Rotherham (Sarah Champion), the right hon. and learned Member for Camberwell and Peckham (Ms Harman) and my hon. Friend the Member for Ashfield (Lee Anderson).

This Bill has a very simple purpose, which is to ensure that only those fit to hold a licence are entrusted to carry the public. It will enhance public safety by mandating the sharing of relevant and necessary information. Simply put, better decisions are made when more information is available.

Although the Bill’s focus is to protect the public, it will also protect the hundreds of thousands of decent, hard-working drivers from having their reputation tarnished and their profession diminished by the abhorrent behaviour of a small minority who would seek to abuse their position of trust.

Just under 343,000 taxi and private hire vehicle driver licences are currently issued in England. Decisions on licensing are made by 276 licensing authorities. In each case, the authority must reach a decision as to whether a person is fit and proper. Although this is not defined in law, there is, by and large, consistency in safety-related criteria and processes. All licensing authorities require an enhanced Disclosure and Barring Service criminal background check, and virtually all have the enhanced DBS checks carried out. This is reassuring, but it is only part of the picture.

There will be many cases across the country where the conduct of an individual has been unacceptable. However, these incidents might not result in the involvement of the police, let alone a prosecution or conviction. Some incidents may potentially be a criminal offence, but I am sure we all accept that not every crime reported ends with a conviction. That is not to say these incidents did not happen.

This Bill does not trespass into the realm of the Disclosure and Barring Service; rather it provides an additional means to enable the sharing of relevant information. Neither does it alter any of the existing processes that enable a driver to challenge the decision of a licensing authority. It will require licensing authorities to keep registers of licences issued and to make this information available on request. There is no mandatory requirement to share information with other licensing authorities on revocations, refusals or suspensions. Some licensing authorities do use the voluntary national register of taxi and private hire licence revocations and refusals—quite a mouthful, but it is commonly referred to as the NR3. It is commissioned by the Local Government Association and operated by the National Anti Fraud Network. Although some licensing authorities check information on NR3, others rely on applicants self-declaring whether they have had a licence refused, suspended or revoked. As one might expect, those with something to hide are unlikely to declare it, even if they face a greater sanction for not doing so.

Where an authority does not use NR3 to ensure a complete picture, a licensing authority would have to individually contact every one of the other 275 licensing authorities, somehow provide a unique identifier, and await all relevant or nil responses. Such a process is clearly impractical. I am informed that this has resulted in instances where a driver, having been refused a licence for safeguarding reasons by one authority, has then had their application accepted by another, in ignorance of the original safety concern. Once a licence has been granted, it is only the licensing authority that issued it that can revoke or suspend a driver’s licence. Although the expectation is that licensing authorities in one area will report concerns that they may have about a driver licensed by another authority and that those concerns will be acted on, there is currently no legal requirement to do so.

This Bill builds on the approach set out in the statutory taxi and private hire vehicle standards issued by the Government in 2020, which recommends that licensing authorities share information with other authorities, as better information will mean better decisions. The objective is to improve the knowledge of the tax and private hire vehicle trade’s gatekeepers and enforcers: the licensing authorities.

The first part of the Bill is intended to ensure that in their role as gatekeepers to the trade, licensing authorities have as much relevant information as possible when considering new or renewal licence applications. The second part is intended to ensure that, in their role as enforcers, licensing authorities are aware of any incidents involving their drivers, even when they are working in other areas.

I appreciate that there are those here and elsewhere who would like to see wider reforms to our legislative framework, under which taxis and private hire vehicles are licensed, but more substantial changes cannot be done through this Bill. Indeed, in my engagement with industry bodies and operators, many suggestions have been put forward to me about what other wide-ranging improvements could be made, but this Bill simply focuses on passenger safety, which is a key concern to all of us in this House.

The Bill would require all licensing authorities in England to record and input into the database instances where they have refused to grant or renew a driver’s licence, or have suspended or revoked a licence, because of a certain safeguarding or road safety concern. When processing applications, licensing authorities will be required to search the database for any relevant entries made and request any relevant information that the first authority relied on to make their decision. The authority processing the application must then have regard to the previous information when making its own licensing decisions.

[Anthony Mangnall (Totnes) (Con)]

I congratulate my hon. Friend on bringing this Bill to the House. I noticed that clause 1(g) includes as “relevant information”, whether an applicant

“has threatened, abused or insulted another person”.

That is quite a broad position, which could be misinterpreted by different local authorities. I am quite interested in what my hon. Friend thinks needs to be done in terms of an appeals process in case someone is taken off the road, because that is how a local authority has interpreted whether someone is suitable to be a licensed vehicle driver, taxi driver or whatever it may be. Is there more to be done on the appeals process?

[Peter Gibson]

My hon. Friend raises an important concern. The Bill would not change or constrict licensing authorities’ existing discretion to grant licences to drivers.

[Sally-Ann Hart (Hastings and Rye) (Con)]

I should just clarify that local licensing authorities have licensing panels that hear evidence and give taxi drivers opportunities to make their case, so protections are already in place.

[Peter Gibson]

My hon. Friend is correct. The Bill does not change the existing licensing authorities regime and does not affect the appeals process, appeals panels or applications to the magistrates court.

The relevant information that led to the decision would not be recorded on the database but kept by the licensing authority and shared with other licensing authorities if they requested it. The information on the database would simply flag instances of applications for a driver’s licence being refused or of the suspension or revocation of a driver’s licence.

[Simon Fell (Barrow and Furness) (Con)]

This is an important Bill. Does my hon. Friend agree that the timeliness of the information sharing is crucial? If someone has their licence revoked but seeks to get one from another authority, we do not want the information not to be on the database for the second licensing authority to check. It is crucial that information is shared in a timely manner and can be checked. Will my hon. Friend speak to that?

[Peter Gibson]

That very point is considered in the Bill, which gives local authorities a time limit for the entering of such information on the database. In that way, playing one local authority off against another—that circumnavigation, loophole or lacuna—is effectively dealt with.

To achieve its aims, the Bill enables the Secretary of State to provide or designate a person to provide a licensing information database. It enables the database operator to charge a fee in respect of the costs of the database, but such a fee will not be levied automatically.

I risk repeating a mantra, but better decisions are made when more information is available. The existing legislation enables only the authority that issued a licence to take action against it.

[Mike Wood (Dudley South) (Con)]

I congratulate my hon. Friend on bringing this important Bill to the House. Of the 15,000 private hire licences issued by City of Wolverhampton Council in 2019, many were for drivers spread across the United Kingdom, including at least one as far away as Perth, which is quite some taxi drive. Does my hon. Friend think that the Scottish Government and other devolved national Governments should, following what will hopefully be the Bill’s passage, work with the UK Government to reciprocate the flow of data to ensure that all authorities throughout the United Kingdom have access to the best possible information?

[Peter Gibson]

My hon. Friend raises an important point about passenger safety applying throughout all four nations. The Bill will provide for the devolved nations to access the database and they are strongly encouraged to do so.

[Simon Baynes (Clwyd South) (Con)]

To follow up on and clarify that point—I am from a devolved nation—would the Bill only require licensing authorities in England, not those in Wales, Scotland or Northern Ireland, to input the information, but they would have the benefit of that information? Has my hon. Friend had any discussions with devolved authorities about whether they would adopt a similar approach to the inputting of the information?

[Peter Gibson]

My hon. Friend is correct that the devolved nations would be able to access the database. I am not aware of discussions among or engagement between the devolved nations and the Department for Transport.

As I was saying, the existing legislation enables only the authority that issued a licence to take action against it. The Bill will enhance safety by requiring licensing authorities to report information on certain serious safeguarding or road safety matters to the authority that issued the licence.

[Jim Shannon (Strangford) (DUP)]

Will the hon. Gentleman give way?

[Peter Gibson]

I would be delighted to take my first intervention from the hon. Gentleman.

[Jim Shannon]

I am always pleased to get a first. I am aware of occasions where people with wheelchairs or mobility rollators have been unable to use taxis. Will the Bill safeguard accessibility for disabled people to use taxis and ensure that they have equality with those of us who are able-bodied?

[Peter Gibson]

I am grateful to my hon. Friend for his intervention. I feel as though I have obtained my proper parliamentary wings, having now taken an intervention from him. He raises an important point on the rights and needs of disabled passengers. The Bill does not deal with access to vehicles, but it does deal with safeguarding. I believe it will help deliver that provision for those who are most vulnerable in our society and require public authorities to ensure that safety is of paramount concern in licensing decisions.

The Bill would give the Government flexibility to designate a database provider or to provide the database themselves. Given the existence of NR3, it would make sense to use that database so that the Bill’s provisions can come into effect quickly. I recognise that NR3 does not currently allow for the recording of suspensions, but I wanted that in the Bill in case such functionality is added at a later date. Many local authorities already pay a fee to the National Anti Fraud Network for use of a wide range of services, including access to NR3.

The ability of the database operator to charge a fee would enable the National Anti Fraud Network to continue to recover NR3’s running costs. Indeed, it is anticipated that rather than starting from scratch with a new database, there will be use of the existing voluntary database operated by the National Anti Fraud Network—of which NR3 forms a part—which is already subscribed to by 256 of the 276 licensing authorities. However, only 138 such authorities use the NR3 element. I am reliably informed by the Local Government Association that, with little or no additional costs, the NR3 database could fulfil the Bill’s requirements if the Secretary of State so designates.

The Bill’s objective can be illustrated no better than through use of the current voluntary scheme. Luton Borough Council recently ran a check on the NR3 database for a driver applying for a licence. The search revealed a revocation in another local authority area, due to a safeguarding concern, which the applicant failed to disclose. Consequently, Luton—rightly—refused a licence due to that deliberate withholding of information.

[Shaun Bailey (West Bromwich West) (Con)]

My hon. Friend is being incredibly generous with his time. I commend him on the Bill. I am sure he is aware of the scandalous situation of the special educational needs and disability travel contract in Sandwell, with Sandwell Council having handed it out without checks being conducted. Is the safeguarding of children with special educational needs in respect of large travel firms the sort of thing that the Bill and use of that database would combat to ensure the safety of those children?

[Peter Gibson]

I thank my hon. Friend for that intervention. There are many examples across the country of deplorable practices where the failure to access information is failing to safeguard our constituents. For the same reasons as I gave in response to the intervention on disabled passengers by the hon. Member for Strangford (Jim Shannon), the Bill will help to support and safeguard our special educational needs children when accessing taxis. The Bill will close the loophole that I identified in the Luton case that enables an applicant to obtain a licence from an authority that does not participate in the voluntary scheme, just as my hon. Friend the Member for West Bromwich West (Shaun Bailey) alluded to.

Since the Bill’s First Reading, I have met a wide variety of groups, from the Local Government Association to operators and industry bodies including the National Private Hire and Taxi Association, the Durham Licensed Taxi Association and the all-party parliamentary group on taxis. I thank them all for their engagement and assistance up to this point. However, the engagement that was organised by the Suzy Lamplugh Trust with Elaine Pickford and Liam O’Callaghan, the mother and brother of Sian O’Callaghan, who was murdered by a taxi driver in Oxfordshire, was the most important to me. I am grateful to them for the time they spent sharing their tragic story with me, and although this legislation can never bring Sian back, I hope it can serve as a lasting tribute to her.

[Mr Richard Holden (North West Durham) (Con)]

As my hon. Friend knows, in County Durham we have a lot of cross-border travel, particularly involving my constituency—with Newcastle and Gateshead—with drivers travelling on both sides. Standards are different across the board, but I welcome this Bill as a real step in the right direction. What further could he say about how this cross-border issue will be addressed by the Bill?

[Peter Gibson]

We have a situation where 276 licensing authorities have individual discretion to apply the standards they wish to see locally. Although this Bill does not seek to impose a set of national standards or national licensing—we know how important the income from that licensing for their local drivers is to local authorities—by sharing this data and information we seek to get to the position where good practice is spread out across the country.

I hope that hon. Members from across the House will support this Bill, which will bring about a real improvement in the regulation of the taxi and private hire vehicles sector. So many of our constituents, particularly those with mobility difficulties, rely on the sector in their daily lives—to go to the shops, attend hospital appointments, get to school and get out of their homes, as we return to normality. It is important that they can do that safely, and in the secure and certain knowledge that those in authority have done all they can to ensure that the person driving the vehicle they travel in is a fit and proper person to do so. We should do all we can to ensure the safety of our constituents where we can, and this Bill does just that.

--- Later in debate ---

[Peter Gibson]

With the leave of the House, may I thank the Minister for his support? I am also grateful to the hon. Member for Cambridge (Daniel Zeichner), my hon. Friend the Member for Workington (Mark Jenkinson), the hon. Member for Ilford South (Sam Tarry) and my hon. Friends the Members for West Bromwich West (Shaun Bailey), for Keighley (Robbie Moore), for Guildford (Angela Richardson), for Vale of Clwyd (Dr Davies), for Clwyd South (Simon Baynes), for Great Grimsby (Lia Nici), for Heywood and Middleton (Chris Clarkson), for Montgomeryshire (Craig Williams), for Barrow and Furness (Simon Fell) and for Hastings and Rye (Sally-Ann Hart) for their valuable contributions to the debate.

There is clearly cross-party agreement on this issue, for which I am grateful. All our constituents will be pleased to see improvements in the safeguarding of taxi licensing. I put on the record my thanks to the hard-working team at the Department for Transport for their support.

Question put and agreed to.

Bill accordingly read a Second time.

Road Connectivity: Teesside to Scotland

Peter Gibson Excerpts

Wednesday 16th June 2021 Westminster Hall

[Peter Gibson (Darlington) (Con)]

It is a privilege to serve under your chairmanship today, Sir Gary, and to be called to speak in today’s debate, which has been so ably led by my hon. Friend the Member for North West Durham (Mr Holden). He has been a tireless campaigner for infrastructure in the north. I congratulate him on securing this important debate.

Improving connectivity in areas that have been left behind for too long must be central to our goal of levelling up. The A68 is not just a central artery of northern transport infrastructure and connectivity. While it links Darlington with Edinburgh, more than 128 miles away, it is also vital to our cultural connectivity, linking the communities of Darlington, Sedgefield, Bishop Auckland and Hexham.

At its southern tip in the heart of my constituency, the A68 provides access to the A1(M) at junction 58. Much of the northbound traffic has to snake its way through residential areas such as Cockerton and Faverdale, causing congestion and emissions. Much of the traffic could be directed on to the A1 at junction 57, if it only had a northbound entry slip road.

At the northern end of my constituency, our outer ring road is incomplete. The A1(M) and the A66, which was recently awarded long overdue upgrading, form three quarters of the ring road, but the section between Great Burdon and junction 59 of the A1(M) does not exist. Although the entirety of the route falls in the constituency of my hon. Friend the Member for Sedgefield (Paul Howell), he knows the benefits it will have for Darlington.

The missing section causes traffic to snake through residential parts of north Darlington such as Whinfield and Harrowgate Hill, causing congestion and emissions. My campaign for this long overdue piece of infrastructure is essential to the success of the County Durham economy and its connectivity, and will be key to accessing our new freeport located throughout the Tees valley. Delivering the bypass will be the last piece in our ring road jigsaw. My two key asks for road infrastructure feed into the improvements to the A68 itself and access to it.

Over the past 18 months, the Government have committed to revolutionising the north-east by giving targeted money to make the biggest impact, from £105 million being invested in Darlington’s Bank Top station to £23.3 million being invested in Darlington through the towns fund, or the delivery of “Treasury North” and a freeport on Teesside, the Government are delivering on their levelling-up agenda. However, much more is needed to equal the investment that others have so heavily benefited from and to revitalise our road network, improve connectivity, reduce emissions and deliver on our region’s full potential.

As we build back better, seeking to cut congestion and the consequent waste emissions, road improvements must be central to our recovery. The new road will cut gridlock and the nightmare that has been caused to my constituents in Darlington. I know I am not alone in wanting to cut gridlock and reduce emissions for my constituents. My hon. Friend the Member for Bishop Auckland (Dehenna Davison) is also campaigning for her own bypass on the A68 to cut gridlock and improve road safety at Toft Hill. Likewise, my hon. Friend the Member for Sedgefield is campaigning for rail improvements. Collectively, along with my hon. Friend the Member for North West Durham, we are all campaigning for the reintroduction of services from Darlington to the Durham dales.

With the opening of the £4.8 billion levelling-up fund in March this year and the upcoming independent Union connectivity review, I look forward to working with my hon. Friends from across the region to explore the opportunities for investment that that will bring. I know, and the people of Darlington know, that the Government are serious about delivering on their ambitious levelling-up agenda, and I will continue to press the Government to deliver for the north-east.