Family Visas: Income Requirement

Debate between Tanmanjeet Singh Dhesi and Grahame Morris

Monday 20th January 2025 Westminster Hall

[Grahame Morris]

I am grateful to my hon. Friend for that intervention; he is absolutely correct. Although I am pleased and delighted that the Government have commissioned a Migration Advisory Committee review, which represents a step forward towards evidence-based policy making, the harm caused in the meantime cannot be ignored. The review is due in June, but in the interim thousands of families are still separated.

The policy disproportionately affects many groups, including, as I have said, women and single parents—often mothers with caring responsibilities, particularly those outside London and the south-east, which is a particular concern. It affects regions where wages are low, such as in Wales and Scotland. In regions such as the north-east, where median annual earnings are £15,000 lower than those in London, many hard-working families simply cannot meet the £29,000 per annum threshold. These regional disparities exacerbate existing inequalities and penalise those who simply do not earn as much. The Migration Observatory’s 2023 research shows that 16% of British men working as employees do not earn enough to sponsor a spouse visa, but for women the figure skyrockets to 35%. That means that over a third of British women are currently ineligible to apply for a spousal visa should they need to do so.

I have permission to share the story of my constituent Lindsay Thompson, who contacted me last year. She has been married to her husband Orlando for six years. He still lives in Jamaica owing to the Home Office policy. He did not meet their son until the little boy was two years old because of the pandemic and travel bans, compounded by their inability to meet the mandatory visa threshold. Lindsay is a dedicated mother. She works tirelessly to provide for her son. She has applied for and secured multiple promotions at work and now only just earns £29,000 a year. She must sustain that income for six months before being eligible to apply for a visa. She lives in constant fear that the Government will raise the threshold even further to the £38,700 proposed by the Conservative party.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

I thank my hon. Friend for allowing me to intervene. Many of my Slough constituents have contacted me about this very issue. Many families simply want to be together in the UK to get on with their lives. I appreciate what my hon. Friend just said about the Government looking at the £29,000 threshold being looked into by the Migration Advisory Committee. Does he not agree that the hangover from the previous Conservative Government, who wanted to increase the threshold to an exorbitant £38,700 in early 2025, is extremely unfair, especially given that the UK average wage is way beneath that?

[Grahame Morris]

Absolutely. My hon. Friend reinforces previous comments and interventions. He is absolutely correct. That arbitrary threshold is worse for individuals who live in relatively low wage economies such as my constituency and others. Within regions there are areas of low wages, too, as has been highlighted by other hon. Friends.

The emotional toll of the policy on parents and children is immense, with long-term impacts on mental health and wellbeing. We must recognise the policy’s human cost. Families like Lindsay’s deserve better. Everyone has the right to a family life, whether they live in London or Easington in County Durham. It is unacceptable that regional and gender disparities in pay continue to determine whether families can live together. The policy was conceived as a desperate attempt by the previous Conservative Government to reduce immigration. However, experts and campaigners consistently argue that raising the threshold has had a minimal impact on net migration figures. What it does succeed in doing is tearing families apart and inflicting unnecessary suffering.

When the MAC review is published, I urge the Minister to give full weight to the evidence of disproportionate harm caused by this policy, and to consider the voices of campaigners, charities and affected families, who have called for a compassionate approach to immigration policy. I politely remind her that this is a Tory legacy policy that can be reversed if there is the political will, so let us ensure that no family is left behind, and that our policies reflect fairness and respect the right to family life.

Smart Motorways

Debate between Tanmanjeet Singh Dhesi and Grahame Morris

Thursday 13th January 2022 Westminster Hall

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

It is a pleasure to serve under your chairmanship once again, Mr Hollobone. I want to convey my gratitude to the Chair of the Transport Committee, the hon. Member for Bexhill and Battle (Huw Merriman), and the other hard-working members of his Committee and their predecessors for all of their excellent work in this area. We have witnessed excellent speeches from right hon. and hon. Members who have extensive experience in transport.

The Labour party welcomes the Transport Secretary’s announcement that he is pausing the roll-out of work not yet begun. The botched roll-out of smart motorways has cost lives. That is an undeniable fact. The Labour party has long warned about serious flaws in the whole process, and it is a tragedy that lives were lost before action was taken. It is thanks to the dedication of bereaved families and individuals such as members of the Transport Committee, a much-respected cross-party grouping, that the roll-out has been paused at all. We know that smart motorways in their current form, coupled with inadequate safety systems, are not fit for purpose and are putting lives at risk. Ministers were wrong to press ahead, as strong evidence warned against it.

We all want increased capacity and reduced congestion. We all want an increase in economic activity, but it must be done safely. In 2016, as the Chair of the Transport Committee has said, his predecessor Committee expressed deep scepticism about the design and implementation of all lane running motorways. The promised safety improvements were simply not delivered. Frankly, it is simply staggering that years after the first smart motorways went live, standard safety measures to detect broken down vehicles in live lanes have still not been fully rolled out. As the report has found, the CCTV is not routinely monitored. It is unacceptable that the distance between emergency refuge areas on motorways in operation today is far above what should be considered safe.

Coroners ruled that the lack of a hard shoulder contributed to four recent deaths. At least 38 people have been killed on smart motorways in the last five years. On one section of the M25 outside London, the number of near misses has risen twentyfold since the hard shoulder was removed in April 2014. Let us be clear: lives could have been saved if the safety-critical features identified by parliamentarians in report after report had been implemented.

Of course, we welcome the Minister’s announcement, but the devil is in the detail, as right hon. and hon. Members have highlighted. It is that on which I would like to press the Minister, and on two key points in particular. The first is the implications for the existing 200 miles of live lanes currently in use, and the second is the precise plan for the retrofitting of those lanes. I have to say that we are deeply concerned that yesterday’s announcement was an implicit acceptance that there are serious safety concerns on all lane running motorways, but they will continue to be in operation while the issues are addressed and the data evaluated.

At the very least, the announcement yesterday was an admission that the data do not currently support the continued roll-out of smart motorways. Otherwise, why has it paused for five years while we await further data? The clear implication is that motorists driving on the 200 miles of live lanes will be guinea pigs in order to justify the 67 miles left to be deployed. That is utterly illogical. It is quite simple: if Ministers cannot justify the safety of smart motorways on roads still to be built, they cannot justify the safety of those currently in use. The priority must be passenger safety.

[Grahame Morris]

My hon. Friend is making some solid points, and I just want to seek some clarification. It is also in relation to a point made by the hon. Member for Harrogate and Knaresborough (Andrew Jones) in respect of recommendation 4 and the stopped vehicle detection technology. My concern is that the Roads Minister previously told the Transport Committee that although stopped vehicle detection technology improves safety, it is not necessary to make all lane running motorways safe, because

“all-lane running motorways were designed to—and do—operate safely without it.”

Does my hon. Friend share my concern that we may not be using this five-year period to retrofit the safety-critical systems, if that is still the view of Ministers?

[Mr Dhesi]

My hon. Friend is correct. I made this very point in the main Chamber earlier today, and I will come to the point about technology.

We reiterate our call for Ministers to reinstate the hard shoulder while the safety-critical work is carried out, the botched public information campaign is properly rolled out, and a further review of the evidence takes place.

Let me turn to the Government’s pledges on remedial work. Back in June 2016, the Transport Committee said that the roll-out of smart motorways should not continue unless there are emergency refuge points every 500 metres. Typically, they are now 1.2 miles apart. The difference for drivers may not sound like a lot, but in reality it is enormous. Forty-five seconds could be the difference between breaking down in a live lane or not. On average, 38% of breakdowns in all lane motorways are in live lanes. It can take approximately 20 minutes for authorities to be alerted to the breakdown, the lane to be closed and support to arrive. That is simply unacceptable and it will be the reality on hundreds of miles of motorway while this remedial work is under way and while safety-critical features are still not in force. How can the Minister justify that?

On the remedial work itself, the Government committed to an additional £390 million to install additional areas—but they were silent on the detail. We know the stocktake had an ambition for refuge areas 1 mile apart, so further clarification on this point is essential. Will the Minister provide a clear answer to the following questions? First, will 150 additional lanes be installed exclusively on live lanes currently in use, or does this include the 100 miles under construction? Secondly, when the remedial work is completed, what will the average distance between refuge areas be on ALRs? Thirdly, what will the distance be, once work is completed on the M25 in particular, where emergency refuges are furthest apart? Will the Minister deposit in the Commons Library an analysis of average distance between refuge areas on each motorway, making use of smart motorway technology and the estimated distance after this remedial work has taken place?

Ministers were warned that a gap of that distance was dangerous. They were wrong to press ahead in any event. They now must be open and transparent about the full implications of their announcement. On the roll-out of stopped vehicle detection technology, which my hon. Friend the Member for Easington (Grahame Morris) mentioned, it is frankly scandalous that this technology has not been put in place in parallel with the upgrade of motorways. The Committee noted starkly that had this been in place—as was promised way back in 2016—lives would have been saved. Will the Minister outline whether it is still the plan for the roll-out to be completed this year? Will she also explain why, if there are question marks over the effectiveness of this technology, CCTV is still not being routinely monitored? That is a recurring problem, as has been pointed out by various media reports.

Finally, on communication, it is distressing to discover that nearly half of motorists do not know what to do if they break down on a smart motorway. It is extraordinary that the first information campaign was not launched until 2021. What plans do the Department have to launch an effective mass information campaign to dramatically boost those numbers. Taken in total, it is clear that in the absence of a safe distance between refuge areas, a proper independent evaluation of data, the Department’s action plan, the roll-out of safety measures and low public awareness, existing all lane motorways simply cannot be considered safe. Ministers should have listened; they did not, and now the public are paying the price. Lessons must be learned.