Oral Answers to Questions

Tim Farron Excerpts

Thursday 24th October 2019 Commons Chamber

[Paul Maynard]

Mr Oakervee is trying to ensure that he works consensually with the panel to ensure that they reach a single report. The management of the panel and the individuals on it, who cover a wide range of views, is a matter for Mr Oakervee.

[Tim Farron (Westmorland and Lonsdale) (LD)]

HS2 is an investment for the north of England, but it would be a lot more popular in the north of England if the trains actually stopped somewhere in the far north of England. At present, there are no plans whatsoever for HS2 trains to stop in Cumbria, even though the Lake District is the biggest visitor destination in the country after London. Will the Minister fix this immediately?

[Paul Maynard]

The hon. Gentleman is perhaps tempting me to go a little too far in presuming that everything is going ahead. I do not want to pre-empt Mr Oakervee’s report, but he will be aware that under the previous plans, classic-compatible trains will run north of Wigan and will therefore be able to stop at a range of stations, including Kendal, Oxenholme in the Lake District and Carlisle. That is part of what the West Coast Partnership will be able to consider.

Oral Answers to Questions

Tim Farron Excerpts

Thursday 18th July 2019 Commons Chamber

[Mr Speaker]

Does the hon. Member for Kilmarnock and Loudoun (Alan Brown) want to make a second inquiry? No? I do not want to tempt him beyond his natural appetite. I had him down for two questions, but we are grateful for his self-denying ordinance. In that case, we probably just about have time to include Mr Farron.

[Tim Farron (Westmorland and Lonsdale) (LD)]

In places such as Sedbergh and Dent, community bus services have become a lifeline for people who would otherwise be isolated from the communities around them, and I am massively grateful to the volunteers who make those services possible. Community bus services have become essential because over the past 30 years Governments of all colours have chosen to stop seeing the provision of bus services as a service at all and have allowed rural communities such as mine to become increasingly cut off and stranded. Will the Minister agree to launch a new transport deal for rural communities, with new investment for bus services that are regular, reliable and affordable?

[Ms Ghani]

The hon. Gentleman has mixed up two distinct types of services: community transport, and regular bus services. Over £1 billion is spent on concessionary travel, and over £250 million directly on bus service operators grant. If he wants to sit down with me and get further ideas on how his local authority can secure a partnership, I am more than happy to do that.

Oral Answers to Questions

Tim Farron Excerpts

Thursday 14th February 2019 Commons Chamber

[Andrew Jones]

My right hon. Friend has a very distinguished record in bringing new rolling stock forward into our rail network. The Pacers will be gone by the end of this year; they are being replaced by a new fleet of 281 air-conditioned carriages, which is more than double the minimum tender required by the Government. The first of those new trains are already in the UK and going through testing. The remainder of the Northern fleet are being refurbished to as good as new, and the first of them are already in service. That is a very positive piece of news, and I can confirm that the unpopular Pacers will be gone by the end of the year.

[Tim Farron (Westmorland and Lonsdale) (LD)]

New rolling stock will of course be welcome, but is the Minister aware that there will be no stock rolling at all north of Preston over the busy Easter weekend because Network Rail is closing the line for maintenance? Does he not know that the Lake district is Britain’s biggest visitor destination outside London and that Easter weekend is our busiest time of year? Will he tell Network Rail to change its plans?

[Andrew Jones]

I am of course aware of the importance of the Lake district to our national tourist economy, and of tourism to the Lake district’s economy. It is not possible to upgrade the lines without closing them on occasions, and the work clearly has to be done to minimise disruption for the travelling public. I will pass the hon. Gentleman’s point through to Network Rail, but these things take a considerable amount of time and it is probably not possible to make changes at the very last minute.

Confidence in the Secretary of State for Transport

Tim Farron Excerpts

Tuesday 19th June 2018 Commons Chamber

[Andy McDonald]

Indeed. The east coast main line is in need of investment, and my hon. Friend makes her point incredibly well.

[Tim Farron (Westmorland and Lonsdale) (LD)]

rose—

[Andy McDonald]

I will give way once more, then I must make progress.

[Tim Farron]

That is very decent of the hon. Gentleman, and I am grateful to him. He is making an important speech. Does he agree that there is something of the red herring about conversations suggesting the new timetable is the source of the current calamity? Does he also agree that strategic decisions by the Government have led to the problem, which predates timetabling, not least the decision to postpone or, in the case of the Lakes line, cancel electrification, and to award to Northern certain franchises that it should never have been given, including the Lakes and Furness lines in my constituency?

[Andy McDonald]

I agree with those comments, and I will come on to that in a little while.

Franchise agreements assume ever-growing fare revenues, so the downturn in rail use increases the likelihood of more failed franchises and further taxpayer bail-outs. Fares have soared at three times the rate of wages since 2010, pricing passengers off the railway, while disruption encourages more people to revert to driving. That is exactly the wrong modal shift that we need our transport policy to achieve if it is to fulfil our environmental obligations and remove traffic and fumes from our towns and cities. Polling conducted by Which? found that three in five respondents affected by the timetable changes said that those changes had a negative impact on both their work and family life, with four in 10 saying that they had a negative impact on their health.

Considering the scale of the disruption, I am sure the whole House will agree that passengers must be adequately compensated. Yet at present 72% of those affected by the disruption said they had not been informed, either on the train or at the platform, about any compensation they may be entitled to receive. The Transport Secretary should have ensured passengers were made properly aware of the compensation they are owed. In addition, considering the scale of the disruption, a compensation package that goes above and beyond what is currently available must be delivered. The Transport Secretary has indicated some such package is being considered, but he has not provided detail. I ask him to do so today to ensure that the amount of compensation is commensurate with the scale of disruption and, importantly, that it is funded by the train companies, not taxpayers and passengers. They should pay voluntarily. If they refuse, he should make them.

It is important to step back and review the key steps in how we have come to this sorry state of affairs. This year’s timetable changes, introduced on 20 May, are the most extensive and ambitious undertaken in decades. More than 50% of the network schedules have been revamped. Four million trains have been retimed: about six times as many changes as is usual for a timetable change. It was clear before Christmas that there were going to be difficulties in implementing the new timetable. In February, the rail industry body, the Rail Delivery Group, confirmed it would not be able to complete timetables 12 weeks ahead of travel from 20 May for about six months. That should have set off alarm bells.

Since 20 May, 43% of Northern’s trains have been delayed or cancelled each day. From 4 June, the train operator cancelled 165 trains a day, including all services to the Lake district. In the first week of the new timetable, GTR delayed or cancelled a quarter of its trains and announced the schedule for the next day at 10 pm each night.

Today’s industrial action on Northern is a reminder of the utter despair felt by the rail industry’s workforce. Both Northern and GTR have waged war on their staff for three years and four years respectively. They have done so at the explicit behest of the Secretary of State for Transport and his senior officials.

--- Later in debate ---

[Chris Grayling]

I will give way to the hon. Member for Westmorland and Lonsdale (Tim Farron).

[Tim Farron]

The Secretary of State will be aware that for two weeks in my constituency, there were no services at all along the Lake district—the service into Britain’s second biggest visitor destination. It took a heritage charter train to provide any service over the past few days, and I very much thank all those who were involved in making that happen. Does he agree that this is perhaps a sign that Northern, which is such a colossal franchise across the whole of the north of England, needs to be looked at in a more micro way? For example, we need to look at Cumbria and decide whether the Furness line, the coastal line and the Lakes line could instead be a separate franchise run by a provider that actually wants to run trains on a train line.

[Chris Grayling]

At the end of all this, I rule nothing out as regards the future structure of franchises. I obviously want to see the Lakes line recover to a normal service as quickly as possible. It has been a disappointment, actually, that the working practices between the employer and ASLEF have meant that it has not been possible to run a conventional service. That may seem extraordinary, but the employer agreements require that if one driver is taken off for training, all the drivers have to be. That is a strange situation. The Labour party talks about wanting to help passengers; it could put a bit of pressure on their union friends to relax some of those agreements now, so that we get the services back into shape as quickly as possible.

Rail Timetabling

Tim Farron Excerpts

Monday 4th June 2018 Commons Chamber

[Chris Grayling]

Absolutely. I have already asked my office to action work to try to find a rapid solution to the problems at those two stations.

[Tim Farron (Westmorland and Lonsdale) (LD)]

The Secretary of State knows that every single train on the Lakes line is to be cancelled over the next two weeks, and at least 11 trains have been cancelled on the Furness line so far today. He is clearly not immediately planning to remove the franchise from either line, as he should, and he mentioned neither in his statement. Will he clarify now that, if Arriva Northern asks for an extension to this outrageous two-week suspension, he will refuse such a request? Will he also commit to funding an ambitious marketing campaign to relaunch the lines and boost our local economy in the light of the colossal reputational damage that they are now suffering?

[Chris Grayling]

I discussed that very issue with members of Rail North’s board last week. I am profoundly unhappy about this. I have indicated to Arriva that I am not prepared to accept more than the current two weeks and that it should use that two-week period to do engineering work, which will be necessary over the coming months, so that we are not wasting time when a bus service is in place. I have been clear to Arriva that doing this over the long term is simply unacceptable and that it has to get the trains back very quickly.

Oral Answers to Questions

Tim Farron Excerpts

Thursday 24th May 2018 Commons Chamber

[Chris Grayling]

It is really important that we protect the interests of passenger and freight operators. I have been clear that the new board leading the integration and development of the London North Eastern Railway will have representatives whose job is to protect the interests of smaller operators.

[Tim Farron (Westmorland and Lonsdale) (LD)]

EU rules clearly did not prevent the Government from taking the east coast franchise off Stagecoach last week, which shows their power to remove a franchise from a failing operator is not hampered by them. Given that this week we managed to pass 300 cancellations on the Lakes line in Cumbria since the beginning of April, and the enormous and catastrophic impact that is having on commuters, tourists and GCSE students trying to get to their exams, will the Secretary of State listen to the exasperated travellers of Cumbria and intervene to strip Northern of both its Furness and Lakes franchises—and do it today?

[Chris Grayling]

Let us be clear: the situation with Northern has been unacceptable. As I said yesterday, I will this morning chair a conference call with the Northern leaders. This is the most devolved franchise. It is a partnership between Northern leaders and the Department for Transport, but it is not solely led by the Department. None the less, it is no less important to me that we get this situation resolved. I am very clear that this problem has arisen for two prime reasons: the problems with electrification Network Rail is carrying out on the line through Bolton and the failure of Network Rail to deliver a finalised timetable in time. When the hon. Gentleman talks about the need to strip the franchise and renationalise, he is shooting at the wrong target. This is a Network Rail failure and it must not happen again.

Transport in the North

Tim Farron Excerpts

Monday 6th November 2017 Commons Chamber

[Tim Farron (Westmorland and Lonsdale) (LD)]

I pay tribute to and thank the hon. Member for Kingston upon Hull North (Diana Johnson) for bringing this matter to the House, and I back up many of the words used by the hon. Member for Leigh (Jo Platt), who said this debate is about the regional economy, not simply about transport infrastructure.

Without a doubt, the United Kingdom is rare in that as a developed larger country we are essentially unipolar. The fact that our capital is more than seven times bigger than our second biggest city hints at the inequality that exists across the whole of this country. The fact that only two of the regions or nations of the United Kingdom make a positive GDP contribution to our overall economy demonstrates that regional inequality is not just morally wrong, but a colossal waste of space and talent.

I want to make the few minutes available to me count by drawing attention to the disparity in the debate even on the development of northern transport. The centrepiece, as it were, of the northern powerhouse is HS2. I support it, but it is clearly a southerner’s concept of what is good for the north: the idea is that all we need for fulfilment is to get to London just a little bit quicker. The fact is that east-west interconnectivity all the way up and down the north of England—the A69 right the way down to the M60, the A66 and A65, and all points in between, as well as the rail networks—is even more important, dare I say it, than the north-south link.

It is important that we, as northerners, stick together and have northern solidarity, but I am still bound to say that people from the north of the north and, even more, from the rural parts of the north of the north find themselves even further down the list of priorities. When the Chancellor recently met people to discuss the northern powerhouse, whom did he meet? He met the Mayors of Merseyside, Greater Manchester and Teesside, not representatives of the vast majority of people in the north of England who live in more rural communities elsewhere.

Transport for the North’s glossy recent publication gives three and a half lines to the tourism economy of Cumbria, which is of course Britain’s second biggest destination after the city we are in now. One of the consequences of the lack of prioritisation of Cumbria in particular has been the betrayal of our community with the cancellation of the planned electrification of the Lakes line. The fact that we now have downsized and reduced quality rolling stock—30-year-old Thames Valley rejects—means that the bi-mode trains will be a Heath Robinson affair. As the hon. Member for Barrow and Furness (John Woodcock) has pointed out, the Furness line, like the Lakes line, has poorer quality rolling stock and many delayed and cancelled trains. I ask the Minister to focus on bringing back the electrification of the Lakes line, which was promised and then withdrawn.

In the few seconds I have left, I draw attention to the need to provide a northern relief road—the development road that would unlock the housing potential of the industrial estate to the north-east of Kendal. We must bear in mind how vital it is to have rural bus services that work and serve every part of our community. In our great county of Cumbria, two years on since Storm Desmond, there are still bridges, such as that in Burneside, yet to be put back. The £25 million bid that we put in for those bridges to be restored was turned down by the Government.

If you back Cumbria, you back a winner. It was given world heritage site status just a few months ago. Investment in the north and in our part of the north will build this country up and give a massive return on that investment.

Oral Answers to Questions

Tim Farron Excerpts

Thursday 19th October 2017 Commons Chamber

[Chris Grayling]

I know that Highways England listens carefully to the comments made at Transport questions. My hon. Friend highlights something that is an issue in his area and throughout the country. I am clear that we need to do everything we can to ensure that the technology for future road surfaces delivers both durability and quietness.

[Tim Farron (Westmorland and Lonsdale) (LD)]

rose—

[Mr Speaker]

Ah, yes! I chaired the South Lakes Pupil Parliament in the hon. Gentleman’s constituency on Friday. The children there spoke of him with great warmth and affection.

[Tim Farron]

That is very kind of you, Mr Speaker; I hope you will indulge me. Just like Shipley, Kendal is a beautiful northern town with severe congestion problems. It is beautiful and thriving despite the fact that it has a prehistoric road network. Is the Secretary of State aware that there is a long-stalled plan for a northern access route that would solve congestion in the town and open up the industrial estates to the north-east of the town? Will he meet me and business leaders to see whether we can move things forward and make that plan happen?

Oral Answers to Questions

Tim Farron Excerpts

Thursday 10th December 2015 Commons Chamber

[Claire Perry]

I am happy to confirm that the Government mad £20 million of further money available for the new station fund in the summer Budget. It is up to local authorities and local businesses to bring forward proposals for new stations. We want them to be rooted in the benefits that they deliver to the local community. I would be delighted to review with my hon. Friend a proposal for Wellington station and look forward to working with her. We would like to get new stations built.

[Tim Farron (Westmorland and Lonsdale) (LD)]

One of the consequences of the catastrophic floods in Cumbria has been the near-disappearance of the A591 between Grasmere and Keswick, which in effect cuts the Lake district in two. Will the Government consider applying for EU solidarity funding to make sure that we reopen or replace that road imminently so that the Lake district, which continues to be the most marvellous place to spend Christmas and new year, can be reconnected?

[Mr McLoughlin]

I well understand the hon. Gentleman’s concern and the way his constituents have been affected. I am sure the feelings of the whole House are with them and those in neighbouring areas who are facing chaos in their homes and who, in some cases, will not be able to get back into them before Christmas. We discussed EU funding on Monday and said that we would look at it. I will be looking for more immediate help for his area, and my hon. Friend the Minister of State will be in Cumbria tomorrow.

Furness Line

Tim Farron Excerpts

Tuesday 28th October 2014 Westminster Hall

[Tim Farron (Westmorland and Lonsdale) (LD)]

It is a huge pleasure to serve under your chairmanship, Mr Hollobone. As I give the Minister time to settle, I advise her that I will be sitting down sooner than I would otherwise in order to let the hon. Member for Barrow and Furness (John Woodcock), my friend and constituency neighbour, contribute to this debate, which is at least as important to his constituency as to mine.

The Furness line is a vital rail route through my constituency. It is an arterial route used by residents in the Kent estuary and across the wider Cartmel peninsula. I am therefore grateful for this opportunity to highlight the large challenges facing the line and, as a result, the communities and the economy to which it is so vital. I will talk about the future of the line, its immense significance to the local and national economy, the need for new investment and the need for the Department for Transport to take seriously the responses to its recent stakeholder consultation on the TransPennine Express and Northern Rail franchises.

The Furness line takes passengers and freight from the main line at Lancaster through to Barrow, with the largest section of the line running through my constituency and the South Lakeland district. There are stations at Arnside, Grange-over-Sands, Kents Bank and Cark, which are well used and take tourists, commuters and schoolchildren, among others, to and from destinations along this economically vital and uniquely picturesque line.

I am hugely indebted to the work of those who put together the exhaustive 90-page Furness line study created by the Railway Consultancy Ltd, which the Minister displays. The study was supported by the hon. Member for Barrow and Furness. The Minister has already seen the report, but as she has demonstrated, I made a point of forwarding an additional copy to her ahead of this debate.

The Minister will see that the report is dedicated to the memory of Peter Robinson, whose sudden death on 6 August devastated all of us who knew him. Peter was chair of the Furness Line Community Rail Partnership and the source of all knowledge and wisdom on Furness line matters. I was with him at a meeting on the future of the Furness line just a day or three before he passed away. It was an honour to know Peter, and he is hugely missed.

The report that Peter helped to author is an extremely important piece of work. I am a regular user of the line, but I was nevertheless shocked by the full extent of the failings of the current transport infrastructure and its wider impacts. The report concludes that the Furness line is not fit to meet present demand, much less to cope with the expected population and employment booms in Barrow and Ulverston in the coming years, which I am sure the hon. Member for Barrow and Furness will talk about in due course. We are committed to working together across parties to build a future-proof Furness line.

As well as thanking those who created the report, I thank its funders—local councils, businesses and rail operators—and the hon. Gentleman, whose work has been instrumental in bringing the report to fruition, and whose commitment to defending the line is second to none. The report highlights the line’s short-term and long-term needs. In the short term, the report calls for the urgent return of the two-hourly Manchester airport service and additional trains during the tourist season. Given that this is the line that serves the western Lake district, I hope the Minister will publicly indicate her support and give a clear signal to the rail operators that residents, commuters, the vastly important tourism sector and the wider business community all need the service.

The report also suggests a rationalised timetable and highlights the inadequate number of trains between Barrow and Lancaster on weekday mornings, which prevents residents from commuting by train. The undermining of the line in recent times is apparent in the fact that the Barrow to Manchester airport service has reduced from eight to five trains a day; the Manchester airport to Barrow service has been reduced from 10 to five trains a day since 2007.

Manchester is the business capital of the north-west. Barrow-in-Furness is at risk of being left as one of the few major towns in the north of England without high-quality direct access to that regional capital and its international airport. Many of my constituents, particularly in Grange, Flookburgh, Cark, Cartmel, Allithwaite and Arnside, commute by train and have been hit by that downgrading. Children who would have had safer, quicker journeys to school are now forced to take longer, more costly and more dangerous trips instead. The hugely significant local tourism economy, which is worth £3 billion a year, has been damaged unnecessarily. I hope that the Minister will be able to give us much more encouraging news. I would be grateful if she confirmed that she sees improving the Furness line as being in the long-term economic interests of the region and the nation, and that its success will be prioritised.

The reduction in through trains to and from Manchester means that many passengers now have to use the Manchester to Scotland services between Lancaster and Manchester. The new four-coach electric trains have shorter carriages than the previous three-coach class 185 diesels, and the limited increase in capacity is proving to be dramatically insufficient to meet the needs of both Scottish and Furness passengers—standing is a regular, if not daily, occurrence. Additionally, the downgrading of those services has exacerbated problems with bus links, which the Furness line study identifies as a major issue. Joining up the connections between public transport is vital, and I hope that the Minister will give her support to significant improvements.

The study calls for train operators to co-operate with the area’s biggest businesses to ensure that arrivals and departures coincide with shift patterns. The report states:

“Timetable analysis shows some very significant failings in the level of service provided… the current service is not fit for purpose, through failing frequency, capacity… We have been appalled to discover that significant existing markets are not being addressed, leading to major losses of traffic. The shortfall in service provision is so great here that there is an overwhelming case for immediate action.”

Looking to the future, the report has a vision for the line right through to 2030. It takes into account the expansion of BAE Systems in Barrow, GlaxoSmithKline in Ulverston and the proposed nuclear power station at Moorside. It accurately envisages significant increases in local population and employment, due in part to the far-sighted and successful land allocation strategy of South Lakeland district council. The report is also correct in foreseeing that industrial developments for major employers at Ulverston will lead to a 16% increase in jobs over the next few years, and that all those people will need to get to work.

There can be no doubt that demand will continue to rise. In the longer term, a regular hourly local service calling at all stations needs to be supplemented by faster regional services to and from Manchester airport. The lakes line between Oxenholme and Windermere is scheduled to be electrified in 2016; the study suggests that an increase in the number of trains on the Furness line would justify its eventual electrification by 2030. Virgin Trains should be asked to investigate the operation of through-to-London services from Barrow, with their introduction possibly on an initial two-to-three-year “use it or lose it” basis. Will the Minister use her good offices to help us make that case to Virgin Trains?

Industrial growth, an expansion in resident populations and a huge increase in the tourism economy suggest that the Furness line’s future should be very bright indeed; the purpose of this debate is to seek the Minister’s help in ensuring that it is. However, as we seek support to protect and enhance the line’s long-term future, we are horrified that short-term decisions in the immediate future may fatally undermine that work.

The Minister will know that the Department’s suggested remapping of the TransPennine Express and Northern Rail franchises has undergone a recent stakeholder consultation. She will also know that, along with many others, I responded to that consultation. On behalf of my constituents, I once again urge her not to proceed with the proposed transfer of the Furness and Windermere lines to the new Northern franchise. She should be clear that making that decision would significantly downgrade the Furness line and would constitute a huge blow to our local economy.

The majority of services on the Furness line are operated by TransPennine Express. Since the announcement last March that TransPennine Express is to lose its fleet of nine class 170 units, there has been intense speculation about the effect on train services in the north. Despite efforts to find a solution, there are apparently no spare diesel units available. Unless there is political intervention at a high level, we could see TransPennine Express move out of the Furness line at the timetable change in May 2015, when the class 170 units are due to transfer to the south of England. We can only assume that the Furness line will be relegated to being a branch service between Barrow and Lancaster, operated by Northern from next May using lower-quality trains.

The Minister will know that Northern has accumulated a reputation on the Furness line for its high number of cancellations. That has been going on for some years now. I am sure that both the hon. Member for Barrow and Furness and I would be happy to furnish her with details of those cancellations. Northern is aware of the debate, but still cancels trains. She will understand why residents and business leaders of south Cumbria are staggered by the Department for Transport proposal that all Furness line trains be transferred to Northern at the commencement of the new franchise in 2016.

The Minister will know that I have written to the Secretary of State on the matter. I am hopeful that the Department will understand the hugely damaging effect that such a transfer would have. Will she agree to rethink the suggestion and consider retaining TransPennine Express services on the Furness line? I am sure that the Minister will agree that at a time when we need the Furness line to be geared to the forthcoming high level of investment and job expansion in the area, the initial proposals make depressing news indeed. [Interruption.]

[Mr Philip Hollobone (in the Chair)]

Order. I am afraid that the signal has turned to red and we must all get off the train, but we will get back on when the Division is over, and we will add the lost time to the debate.

--- Later in debate ---

On resuming—

[Tim Farron]

It continues to be a pleasure to serve under your chairmanship, Mr Hollobone. Given the strategic importance of the Furness line and the clear and impressive expansion of demand into the future, surely now is the time to plan to upgrade services, not downgrade them. Nothing would strengthen confidence in the line more than a commitment to electrification. Will the Minister help to provide that confidence by setting out a timetable for electrification of the Furness line, and will she give us an undertaking that at the very least a feasibility study will be done of that electrification project?

I want us to be positive and optimistic about rail services in Cumbria, in north Lancashire and across the whole region. This week’s talk of High Speed 3 is music to my ears, although the suggestion that it might only be an enhanced line from Manchester to Leeds is somewhat underwhelming. An HS3 to boost northern England would run from Hull to Liverpool, creating a coast-to-coast corridor of growth. Electrification of the lakes line shows that our ambition in the south lakes has paid off, but that optimism is challenged when it comes to the Furness line. I want that to change. The line serves a uniquely booming industry, Britain’s most important tourist destination—the Lake district—and a growing and vibrant residential and commercial community in South Lakeland. There is no logical reason for the Furness line to be anything other than equally booming. My plea to the Minister is to use her influence to prevent the mistakes that would undermine that success, and to instead back a winner.

[Mr Philip Hollobone (in the Chair)]

We lost seven minutes to the Division, so the debate will now finish at 4.37 pm, which means that the halfway point will be at 4.22 pm.