Mass Transit: West Yorkshire

Mark Sewards Excerpts

Tuesday 10th June 2025 Westminster Hall

[Mark Sewards (Leeds South West and Morley) (Lab)]

I beg to move,

That this House has considered Government support for mass transit in West Yorkshire.

It is a pleasure to serve under your chairship, Ms Jardine. Last week, I was delighted to have secured this debate, and the confirmation of its date came through just an hour before the news that the Government will indeed be investing £2.1 billion in West Yorkshire’s public transport, including more than £1 billion for a new tram in Leeds and Bradford, so I am now even happier to have secured it and to be leading it.

I will start with the background to that decision and explain why it is such a huge moment for my home city, Leeds, and for our home region of West Yorkshire. Leeds is currently the largest city in Europe without a mass transit system—that is such a well-known fact that if I had been given £1 every time I heard it, I could have personally financed the mass transit system 10 years ago, with spare change for a space programme—but transport aficionados and Members from my part of the world will know that that was not always the case. Leeds had a horse-drawn tram as early as 1871, and at its peak the network—which did not have horses by that time—had 476 trams and 124 miles of track. But while the horses did not leave us completely, the trams did. What had once been one of the largest urban transport systems in the UK was finally closed down, and in 1959 we saw the end of our tram system.

Leeds was often referred to as the “motorway city of the seventies”—I think that even appeared on a stamp—because we became entirely reliant on the car, which has held us back in some respects. There is only so much traffic that can be added to our roads before they have to be expanded, with new lanes added and traffic systems rethought—and often only for temporary benefit, before the next solution has to be considered. To their credit, policymakers and politicians figured that out—it is not something that we have just come to ourselves.

Trams can carry approximately four times as many passengers as a typical bus, and they massively increase the transport capacity of any region. They are versatile and can run alongside road networks where needed, because they can be segregated from traffic to avoid congestion and improve journey times for passengers. Trams are also very consistent. That is why politicians have tried multiple times, without success, to bring mass transit back to Leeds.

We have had everything: plans for trams; a trolleybus scheme; an elevated railway that was not dissimilar to the monorail in an episode of “The Simpsons”; and even, if we care to go back far enough, an underground proposal. That has left some people in my city highly sceptical of the announcement last week, because we have been burned too many times.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Gentleman for bringing forward this welcome debate. I spoke to him earlier, and I know that this has been a passion of his since before he became an MP. I am pleased to see the Minister in her place, and I am sure she will not let him down when she replies—no pressure, Minister! Does the hon. Gentleman agree that these transportation routes and hubs, which residents in London take for granted, take decades to build, but without sustained investment they are simply dreams? Does he also agree that Government and the Minister need to commit substantially to projects and give a small slice of the Budget to achieving them without onerous conditions?

[Mark Sewards]

I thank the hon. Member for his incredibly timely contribution—I could not agree more.

One reason that some residents of Leeds were sceptical last week was the repeated failures of previous Governments of different colours to deliver the transport improvements that we know we deserve. I am here to say that this time it is different. The money for the tram system has been committed and announced by the Government, in conjunction with the combined authority. The obstacles have been removed, and I will spend the rest of my time as the Member of Parliament for Leeds South West and Morley ensuring that the system is actually built.

The system will provide the boost that Leeds needs to compete with other major cities in the UK that already have their mass transit systems in place—but we have some things that they do not. As well as a newly promoted Premier League team, we can already boast the largest financial and professional service sectors outside London and the highest rate of growing businesses outside the capital, depending on how that rate is measured. The mass transit system will help us to supercharge these sectors, and more, once it is finally completed.

The funding provided by the Government allows for construction of phase 1 of this scheme—I will give just a bit of information on phase 1 for those who are not familiar with it. It provides two main tram lines. We have the Bradford line, which connects Leeds city centre to Bradford city centre, with an option to connect through Wortley too. I am very much advocating for that option, since Wortley is in my constituency—and not just because there would be a stop right next to my house.

The second line is the Leeds line, which has the potential to connect our hospitals, Leeds railway station, Elland Road stadium and the White Rose shopping centre to each other. I am also very excited about the White Rose stop, which is the confirmed stop for that line; although the rest of the stops are out for consultation, all lines finish at the White Rose. The shopping centre is in my constituency, and I spent much of my early life there, working there throughout my A-levels and university, so I know what it will mean for jobs in my constituency and what it will mean for the communities I represent if we are able to link them up under this unified transport system with the tram in the White Rose centre. It is a really important move for our region and for my constituency.

While I do not want to get too far ahead of myself, I am very hopeful for phase 2 of the plans. Phase 2 should connect more locations in our region directly to the network, allowing many more constituencies to feel the full benefits of a mass transit system on their doorstep. It is clearly important that not only Leeds and Bradford, but the whole of west Yorkshire should benefit from these plans.

As chair of the all-party parliamentary group on Yorkshire and Northern Lincolnshire, I am determined to find solutions for growth in our region, and so is every member of the APPG. Mass transit is key to achieving that, and it has certainly been popular among residents and businesses in west Yorkshire. The combined authority spent a bit of time last year speaking with individuals and businesses across our region—5,000 in total. Two thirds of those they surveyed backed the Bradford line and three quarters backed the Leeds line—so mass transit is extremely welcome. The two lines will improve transport for nearly 675,000 people.

All this would not have been possible without the tireless work and commitment of Tracy Brabin, the Mayor of West Yorkshire. Tracy has been the strongest advocate for mass transit in our region ever since she took office. It formed a key part of her manifesto last year and now she is delivering on that promise. Her fierce desire to grow our local economy and to build infrastructure that benefits everyone in west Yorkshire is an inspiration. Her efforts mean that we can take advantage of devolution in full. The transport scheme is part of the local growth plan and will see the creation of about 33,000 new jobs, new homes and about £26 billion of extra growth in our region over the next decade.

I must also make a commitment to the Weaver network, because our brand-new franchised and integrated transport system is key to that network. It would be remiss of me not to state how pleased I am that all our buses are being brought back into public control under one banner from 2027 onwards. Although the tram will bring the huge benefits that I have already spoken about, our buses are just as important. In my constituency, the Ardsley and Robin Hood ward is very poorly served by the current bus arrangements. I will work with Tracy Brabin to change that, because, sadly, it is not just true for Ardsley and Robin Hood, but for many routes and networks across my constituency. The Weaver network will connect that franchise bus network with our trams and our train services, as well as linking up with active travel routes. It is the unified transport system that our region deserves.

Before I conclude, I thank all my colleagues who have contributed to the campaign to secure a tram network for west Yorkshire. I also thank my constituency neighbour, the Chancellor of the Exchequer, my right hon. Friend the Member for Leeds West and Pudsey (Rachel Reeves). Her support for this project has been consistent and it has been incredibly welcome.

We know that this investment is a vote of confidence in west Yorkshire. It is a vote of confidence from the Government; they know how much we have to offer and how much potential our region has. It is just the start of our plans to unlock our region’s potential.

I have some questions for the Minister to consider. Can the Government confirm that the funding provided to the combined authority will be flexible and will allow phase 1 to be built in full? How will they work with the combined authority to train and recruit the skilled workers needed to deliver this infrastructure? What is their latest assessment of the economic benefits that the project will bring to West Yorkshire? How do they envisage working alongside the combined authority to take advantage of the opportunities created by our mass transit system once it is completed? Are they as optimistic as I am that the case for any second phase of the project will be even stronger once the impacts from the first phase are felt? I will be very grateful if the Minister takes those questions into account when she delivers her closing remarks.

I put on the record my thanks and appreciation to all those who share our region’s ambition, and everyone who has supported this project. It gives me great pleasure to say that we will have spades in the ground for the tram in 2028, and that finally—finally—it is time for trams in West Yorkshire.

[Several hon. Members rose—]

--- Later in debate ---

[Tom Gordon (Harrogate and Knaresborough) (LD)]

It is an honour to serve under your chairmanship, Ms Jardine. I congratulate the hon. Member for Leeds South West and Morley (Mark Sewards) on securing this debate on such an important topic.

The recent announcement of local transport investment marks a significant milestone for West Yorkshire—particularly the long-awaited mass transit system, which will finally bring trams back to the region. The Liberal Democrats have long campaigned for a mass transit network across Leeds and West Yorkshire; as the hon. Gentleman pointed out, Leeds is the largest city in western Europe without one, so the funding is very welcome.

Transport challenges do not stop at city boundaries, however. People’s lives span towns, villages and rural areas, and so must the solutions. We need a truly Yorkshire-wide approach that encourages cross-boundary collaboration, unlocks regional growth and serves all communities, not just urban cores. In that spirit, I want to focus on the fantastic work of Liberal Democrat councillors across West Yorkshire, who have been campaigning tirelessly on public transport issues over a number of years.

To wind the clock back a bit, I was at one point a West Yorkshire Liberal Democrat councillor. Interestingly, at that point in time, my council ward was wrapped around on three sides by North Yorkshire. I was raised in West Yorkshire, but educated at Selby college, so I know all too well the issues with cross-boundary transit. Therefore, while the Liberal Democrats and I welcome this new funding, a proper Yorkshire-wide approach is key to ensuring that infrastructure does not end at those arbitrary lines.

Let us look around West Yorkshire: councillors on the ground in Bradford, including Jeanette Sunderland, have been campaigning for over a decade to improve bus connections to Apperley Bridge rail station—a vital link that is still missing for over 15,000 homes. Without it, many are cut off from easy rail access, limiting opportunities for work and education. Councillor Brendan Stubbs has rightly been calling for urgent action to secure funding for a new Bradford bus station. The current station, as we know, is crumbling and unsafe, and new facilities must integrate effectively with the proposed tram network to serve Bradford’s future needs.

In Kirklees, local councillors John Lawson and Baroness Pinnock have raised concerns about the Dewsbury-Cleckheaton bus lane proposals. Objections are focused mainly on safety risks, disruption from construction and potential congestion. Many argue that simpler, lower-cost measures, such as improved traffic light control and enhanced bus reliability, would provide better value for money and cause less disruption.

Turning to the White Rose shopping centre that the hon. Member for Leeds South West and Morley mentioned, I think it is good that announcements have been made for phase 1. My concern is that the work on the train station there was already under way, but it was paused after it went over budget of the £26 million originally anticipated. If we are being honest, there has been a bit of a face-saving exercise put on by the combined authority.

[Mark Sewards]

I appreciate that time is short. We are making good progress on getting the paused White Rose train station, based on Churwell Hill, restarted. I have been working very closely with the combined authority to ensure that that station is built, and I am pleased to say it will be soon.

[Tom Gordon]

I commend the hon. Gentleman for his campaigning on that issue, but I return to the point that we need a comprehensive integrated transport network that links up everything. What we have seen previously is a piecemeal approach that has not necessarily thought through how we would go about something like this. While it is welcome that it is on the way to being resolved, it is a damning indictment of the situation up until now.

The funding announced is exactly the same as that announced under the previous Conservative Government —to the penny, so I question whether it is new funding or just a repackaging and reallocation of existing funding. I am sure the Conservative spokesperson, the hon. Member for Broadland and Fakenham (Jerome Mayhew), will pick up on that point; he almost certainly will.

Turning to the work of the combined authority and the West Yorkshire Mayor: back when I was a councillor in Wakefield, we voted on the agreement to enter that authority. In that consultation, the only local authority in West Yorkshire that did not want to enter a combined authority or have a regional mayor was Wakefield, principally because it had previously been asked if it wanted a mayor and had voted against it. There were also concerns about powers being sucked up from local authorities to a new combined authority.

Speaking to local councillors across the piece, there is still scepticism about whether that is happening or whether the resulting transport decisions have been in the interests of everyone in all corners of West Yorkshire. The new mayor promised to fix the buses in her first term and she ran her re-election campaign based on that, so I think there are questions to be answered there.

When we look further afield, we have issues with rail links out of Leeds into other places across county boundaries, such as Harrogate and Knaresborough, with that link between Harrogate and York. While it is welcome that funding has been announced for West Yorkshire, we did not get a single penny for North Yorkshire under the Labour mayor, David Skaith.

Rounding up in the interests of time, we want to see a properly integrated transport plan with proper funding—a Transport for Yorkshire approach to make sure that no one is left behind.

--- Later in debate ---

[Mark Sewards]

The Opposition spokespeople, the hon. Members for Harrogate and Knaresborough (Tom Gordon) and for Broadland and Fakenham (Jerome Mayhew) tempted me to make interventions, but I resisted then and I will resist now.

Question put and agreed to.

Resolved,

That this House has considered Government support for mass transit in West Yorkshire.

Zero Emission Vehicle Mandate

Mark Sewards Excerpts

Monday 7th April 2025 Commons Chamber

[Mark Sewards (Leeds South West and Morley) (Lab)]

My constituency needs charging infrastructure, so I am grateful for the Secretary of State’s statement and her answers to colleagues across the House. In Leeds South West and Morley, many residents live in terraced houses without driveways. Some of them have contacted me asking what they need to do to get the charging infrastructure required for an electric vehicle. I promised one such resident that I would raise that with the Secretary of State. What update can she give on our commitment to charging infrastructure across the UK?

[Heidi Alexander]

I congratulate my hon. Friend on fulfilling his promise to his constituent. We are working closely with local authorities through the local electric vehicle infrastructure—LEVI—scheme to roll out charging infrastructure, and we have issued the guidance that I mentioned earlier to local authorities on improving cross-pavement charging solutions. There are also grants available for householders who do not have a driveway but who wish to install a charge point.

Doncaster Sheffield Airport

Mark Sewards Excerpts

Tuesday 25th February 2025 Commons Chamber

[Lee Pitcher (Doncaster East and the Isle of Axholme) (Lab)]

I am grateful for the opportunity to make the case for the economic contribution of Doncaster Sheffield airport in the House. Its reopening is the No. 1 priority for the people of Doncaster East and the Isle of Axholme, as well as residents right across our region.

Reopening our airport is not simply a matter of bringing jobs, though it will bring jobs. It is not just about the wider economy, though it will massively contribute to the economy. It is about our local pride, because our airport is our local pride. When DSA closed two years ago, our community was robbed of a key part of its history and identity. Seeing planes flying once again in the skies above Doncaster is my goal and the reason I address the House tonight.

I will use my time today to speak about the business case for reopening Doncaster Sheffield airport, the clear economic benefits and the importance of the Government’s commitment to finally get this over the line. I will talk first about the inspiring local campaign that has kept DSA high on the agenda since the airport closed its doors 818 long days ago, and that has provided the momentum to get us to where we are today: on the brink of making the dream of reopening a reality.

This is not the first time I have raised Doncaster Sheffield airport in this place.

[Mark Sewards (Leeds South West and Morley) (Lab)]

No.

[Lee Pitcher]

No. Since being elected, I have asked many questions on the subject. I am sure that hon. Members across the House will be delighted to hear that this will not be the last time either. The fact is that it is important to so many constituents, and nothing demonstrates that better than the Save DSA campaign. I am proud to champion the campaign to save our airport in Parliament, and I hope my efforts in this place serve to highlight the wider efforts of local campaigners at home.

--- Later in debate ---

[Lee Pitcher]

Most certainly. I have already spoken with the hon. Member for Strangford (Jim Shannon) about the importance of a regional airport. My hon. Friend is quite right that it would make all the difference globally and internationally, particularly in Bassetlaw, where she lives.

Despite the best efforts of Doncaster Mayor Ros Jones, South Yorkshire Mayor Oliver Coppard and others, including my right hon. Friend the Member for Doncaster North (Ed Miliband), the airport was closed. To say that was a bitter blow for our community is an understatement. The closure of our airport brought home the reality of the previous Government’s levelling-up programme. It felt back then like there was no levelling up for the people of Doncaster. It was not just jobs that we lost; we lost local pride and a connection to our past. Doncaster Sheffield airport is, apart from anything else, a vital link to our community’s aviation heritage.

Before it was the finest international airport in the country, DSA was RAF Finningley, with an aviation history dating back to 1915. During the first world war, planes from Finningley, flown by incredibly brave men, intercepted German zeppelins en route to Sheffield. During the second world war, Finningley served as a bomber base, and was once again at the forefront of protecting British lives and defending our democracy. When Julie Ann Gibson’s plane landed at Finningley in 1991, she trailblazed her way into the history books: for the first time in its 73 years, the Air Force had a female pilot. That heritage remains evident at the site today thanks to the incredible work of the Vulcan to the Sky trust, which is committed to preserving and protecting two of the most iconic aircraft in British history: the Avro Vulcan and the English Electric Canberra. When I visited the trust last year, I was inspired by its work not only to protect those incredible feats of British engineering, but to support and guide Britain’s next generation of engineers through their work, including children and young people in my constituency—a link to our past; a promise for our future. I hope you can tell from my words, Madam Deputy Speaker, how intensely proud we are of our airport, and that you can hear why it is so important to my constituents.

Allow me to move on to the business case for reopening DSA. I have spent much of my time since becoming an MP talking to local business leaders, and I have lost count of the number of times I have been asked the same question: when is the airport reopening? Local businesses are as keen as anyone to see our airport reopen. They understand how strong the business case is. With renewed conversation nationally about airport capacity and the importance of bringing back growth, we need look no further than a regional airport practically ready to go.

A huge amount of work has been done in the background, led by Doncaster Mayor Ros Jones and her team, to make sure all the i’s are dotted and the t’s are crossed when it comes to demonstrating the viability of DSA. Ros knows better than anyone how vital it is to prove beyond doubt that reopening Doncaster Sheffield airport is not just good for local pride but a brilliant business decision.

An independent financial viability assessment has been clear: Doncaster Sheffield airport is absolutely a viable business prospect. The full business case projects more than 5,000 direct and 6,500 indirect jobs from a reopened DSA by 2050; £5 billion in gross value added to the economy; £2 billion in gross welfare benefits; and—the headline that really grabbed my attention—a projected benefit-cost ratio of 9:1. That means for every single pound put in, we get £9 in return. It is no wonder the business community is keen to see the airport back in action. Dan Fell, CEO of Doncaster chamber of commerce, has said:

“In addition to creating thousands of jobs, the airport will also act as a magnet for investment, help businesses trade internationally, further develop the region’s capability as a nationally significant hub for freight and logistics, and support inbound tourism.”

[Mark Sewards]

My hon. Friend is making a powerful case to underscore his claim to be called Mr Doncaster Airport. As chair of the all-party parliamentary group for Yorkshire and northern Lincolnshire, I support any move that leads to greater growth across our entire region. Does he agree that we need to not just seize opportunities such as this but accelerate the delivery of them, so that everyone in our region can feel the benefits of economic growth?

[Lee Pitcher]

I thank my hon. Friend for his intervention and for the work he does on the APPG to promote everything that is great and needed in Yorkshire. I could not agree more about the economic importance of this airport for us all.

This is not just an airport. This is not just Doncaster. A reopened DSA is also a reopened South Yorkshire, opening the door to inward investment from across the globe. Where once there were fighter planes, now there will be freight planes. Doncaster sits at the heart of our great country. It is already one of our major transport hubs. With DSA open again, South Yorkshire will become home to new industry, cutting-edge renewable energy and technological innovation.

Airport Expansion

Mark Sewards Excerpts

Tuesday 28th January 2025 Commons Chamber

[Mike Kane]

I thank the hon. Member. She is actually right, and well done to her for being there during the SAF debate and supporting the Government.

At the moment, the technology does not exist to fully decarbonise aviation. We are looking at hydrogen, we have the advanced fuels fund and we are investing £1 billion in the ATI, but, as the Prime Minister announced recently when he went to Merseyside, we are investing billions in carbon capture and other technology to offset those emissions. That is what we will have to do in the near future, but I envisage a day when we will have aircraft in our skies, particularly internally in the UK, with zero emissions coming out of their tailpipes.

[Mark Sewards (Leeds South West and Morley) (Lab)]

I welcome the Government’s commitment to growth. I also welcome their commitment to taking the difficult decisions required to generate it. We know that any conversations about a third runway will focus on the south, but I would like to ask about the north. May I ask the Minister, in my capacity as chair of the all-party parliamentary group for Yorkshire and northern Lincolnshire, if the project is approved, what will be done to ensure that all regions benefit from the proceeds of the growth generated?

[Mike Kane]

I am grateful to my hon. Friend for his question and, even from this Lancastrian, for his chairmanship of the APPG for Yorkshire. I will say a couple of things. We have five great northern runways, and we need to begin to improve their capacity and connectivity. That is key to regional economic growth. Hopefully, whoever comes forward with the DCO for Heathrow will, as they have in the past, look at spreading the wealth and at logistic hubs right not just around our country, but Scotland, Wales and Northern Ireland.

Road Safety

Mark Sewards Excerpts

Tuesday 7th January 2025 Commons Chamber

[Andy MacNae]

There is no doubt that speed limits are a crucial part of this work, as long as they are targeted and appropriate. However, I cite the need for effective enforcement, because if people feel that there are no consequences from breaking those speed limits, they will be broken. Enforcement is a crucial part of the consideration.

Returning to average speed cameras, I urge the Minister to consider how sharing best practice between authorities could be improved. As the College of Policing noted, and as I and colleagues have seen all the time, there is a significant variation in the methods used to implement average speed cameras and assess their validity. Many authorities are unaware of the significant cost saving measures that have been pioneered over the last decade and the new technologies that exist.

To take one example, we were told by Lancashire county council that a relatively small average speed system on one key road in Rossendale was unviable as it would cost many millions to implement and maintain, yet when we approached a Home Office-approved supplier recommended by another local authority seen to be a pioneer in the area, we were given a quote of £800,000 for not just that scheme, but three others that together covered all the key risk areas in Rossendale. That huge disparity demonstrates not only how funding might be used inefficiently, but how local authorities are unnecessarily being held back from implementing schemes by an out-of-date view of their costs.

We need to recognise that cost is a genuine factor and that funding models under the previous Government were wholly inadequate, with road safety budgets squeezed alongside other local authority budgets. Under the last Labour Government, we had a system of netting off road fines, which helped to fund road safety enforcement activities. That should be reviewed as a possible funding stream to pay for road safety improvements, increasing policing numbers and making the best use of new and existing technology to reduce road risk. With increased information sharing, clarity over the costs of such schemes and hypothecated funds, there is significant potential to reduce the obstacles to enforcement that local authorities believe they face.

In addition to speed reduction methods, major gains can be made through improving pavements and creating cycle lanes through a genuine safe-system approach. Shockingly, of all road deaths in 2023, 25% were pedestrians, with cyclists accounting for 5%. Despite many local vision zero strategies, our road safety design evidently fails to protect those vulnerable users. I urge the Minister to use the upcoming strategy to encourage councils to meet their ambitions with action, utilising support from Active Travel England and genuinely adopting safe system approaches. That requires proactive interventions, whether through establishing clearer and protected cycle lanes, constructing safe footways or building new traffic lights and crossings where needed.

Another key area that we can tackle is the safety of commercial vehicles, as we have touched on. As I mentioned, there are schools in my constituency that border dangerous roads that are frequently used by large commercial vehicles. Due to the force of impact, HGVs are the second most dangerous vehicles on the road, killing 6.9 people per billion passenger miles—significantly higher than the comparative figure of 1.6 for cars. Considering that, it is completely unacceptable that in 2023, 36% of lorries were seen to exceed the speed limit. Drivers often have minimal oversight and training from companies, which have weak corporate safety standards.

We must proactively recognise and respond to the heightened risk that such vehicles pose. One crucial step could be to incentivise companies to maintain high safety standards in their fleet, be that through offering lower insurance to companies that demonstrate best practice, naming and shaming companies that do not, or even making companies fully liable for work-related collisions.

Alongside that, a variety of other proactive, low-cost methods could be used to improve the safety of our roads—for instance, tightening the regulations on tyre safety. Poor tyres accentuate the impact of speeding or poor driving. Over the past decade, an average of 182 people have been killed or seriously injured per year because of poor tyre conditions. MOTs flag over two million cars with sub-standard tyres each year, 1 million of which are so poor that they are considered actively dangerous. Given the improvements in tyre technology, coupled with the fact that the highest proportion of serious incidents occur in the winter months, there is room for the Minister to consider mandating that all new vehicles be equipped with all-season tyres.

More generally, there are significant opportunities offered by safe vehicle technologies, which can be embedded through advanced vehicle safety regulations. Let me touch on a point raised earlier about driver education, particularly protecting young drivers. This is a complex area, which needs a debate in its own right, but given that 16% of car driver fatalities are younger drivers, there is no doubt that this area really needs attention.

Finally, as we have touched on, increasing devolution is also central to ensuring that communities’ voices are heard. In places such as Lancashire, road safety interventions are still determined on a county level. Officials and county councillors are often very far removed from the roads and communities impacted by their decisions. When this responsibility is held on a unitary level, the voices of communities are louder, and decision makers are much closer to the area in question. Given the widespread local government reorganisation coming in this Parliament, the Minister has a significant opportunity to establish best practice in new unitary and combined authorities. I urge her to seize this unique opportunity, and to provide meaningful support and guidance to these emerging authorities.

To wrap up, considering the reactive and inefficient approach to road safety that the Minister inherited from the previous Government, I urge her to utilise her upcoming road safety strategy to move the country towards a preventive, community-led and statistics-informed model of road safety, alongside a sustainable funding approach. Central to that approach, I call for the following measures to be given detailed consideration within the road safety strategy: first, ending the safety postcode lottery via a robust, mandated national road safety strategy, based on a community-led, data-informed, safe system approach and, within that, prioritising lived experience and perceptions of safety over arms-length data.

[Mr Mark Sewards (Leeds South West and Morley) (Lab)]

On data, as a councillor in Farnley and Wortley and now as the MP for Leeds South West and Morley, I found that when I tried to help residents with accident spots on problem roads, I was often told that the average speed on that road was not high enough for action to be warranted. I have been met with that excuse so many times—too many to count—as both a councillor and as an MP. Does my hon. Friend agree that we need to move away from that? Of course we should rely on data, but we should also speak to the people who live next to those accident spots, so that we can deal with them properly.

[Andy MacNae]

Absolutely. That is the essence of what we are talking about. Given that average speed data is a blunt tool anyway, we should ask ourselves who knows best: the people who live on that road and experience it every single day, or someone sitting looking at an algorithm in county hall far away? As politicians and representatives of our constituents, the answer that we should give is that the community knows best. We should put in systems to support their everyday lived experience, not the other way around.

Secondly—and this point is linked to the first—we have to use the opportunities presented by devolution and local government reorganisation to embed best practice, including improving information sharing between authorities regarding the availability of new and emerging road safety technologies.

Thirdly, we must address the barriers to proactive implementation and enforcement measures, particularly average speed cameras. Fourthly, we have to develop a sustainable funding model based on bringing back netting off. Fifthly, we must make companies fully responsible for the actions of their drivers on public roads. Sixthly, we need a genuine safe system approach to road and pavement design to protect pedestrians and cyclists. Finally, we need to address accentuating factors via advanced safety and vehicle safety regulations and develop approaches to protect young drivers.

Improving Public Transport

Mark Sewards Excerpts

Thursday 5th December 2024 Commons Chamber

[Mr Mark Sewards (Leeds South West and Morley) (Lab)]

It is a pleasure to follow the maiden speech of my hon. Friend the Member for Dunstable and Leighton Buzzard (Alex Mayer), and I congratulate the hon. Member for Glastonbury and Somerton (Sarah Dyke) on securing this debate.

Public transport in Leeds South West and Morley is a lifeline for many of my constituents and me. I will focus on bus travel today, as it is the No. 1 transport issue that my constituents raise with me. I have plenty of content on the railway and the trams, but I will leave that for another time.

Without bus travel, many more rural communities, such as those in Ardsley, Robin Hood, Thorpe and Lofthouse in my constituency, simply would not have the means to access essential services, as other Members have said. In Farnley and Wortley, on the other side of my constituency, we depend on a small number of bus services, which leaves us far more exposed when those services fail. Morley, despite being the largest population centre in my constituency, is not immune to all the problems we have come to associate with bus travel.

I have relied heavily on the bus services in Churwell and Morley. The 51 and the 52 got me to school 20 years ago, and I remember being frustrated with the service even then. I swore that if I was ever in a position to do something about it, I would, which is why I am very grateful for the opportunity to contribute to this debate, and to be part of this Labour Government.

We need a public transport system on which we can rely. We need to try something different, because the status quo obviously is not working. The Ardsley and Robin Hood council ward in my constituency has no town centre, and parts of it are very remote, so buses are essential for residents who do not have a car. We do not have reliable routes into Leeds city centre either, and despite all this, routes keep being cut, including very recently by a private provider, leaving residents isolated.

These routes include the 212 service that goes through East Ardsley, into Tingley and right through to Wakefield city centre. Fortunately, thanks to the work of local councillors and the West Yorkshire combined authority, we have managed to find a new provider for the route, starting in January. Obviously, this counts as a victory for local residents, but we cannot rely on such sticking-plaster solutions. We cannot scrabble around to find new private providers every time somebody cuts a bus route.

That is not to say that all private bus companies are bad—far from it. In my previous role as a councillor for Farnley and Wortley, I was very happy to work with First in Leeds on dealing with antisocial behaviour on the 42 route that went through my ward. I am so grateful for the work of First and the police to end that antisocial behaviour and restore the bus route. First has always been willing to engage with me on issues affecting its bus routes, even when it has not been able to solve the problems. However, I do not want to rely on the hope that every private provider is as willing to engage with me as First has been. We all know that private providers have to cut routes that are not profitable or subsidised, or if they go bankrupt, even if those routes are essential to vulnerable communities. That is why we need a long-term solution.

West Yorkshire is very fortunate to have Mayor Tracy Brabin, who has put public transport at the heart of her mission to change how we get around our region. I welcome the news that a franchising system will be introduced in West Yorkshire in 2027. That cannot come soon enough. It will give us direct control over the bus companies and the bus routes, so that we can finally put people before profit in our public transport system. Mayor Brabin’s work closely aligns with this Government’s strong commitment to fix the broken bus networks across our country. The new buses Bill will end the postcode lottery of bus services and deliver the biggest overhaul to our bus system in 40 years. While that move is welcomed by my constituents in Leeds South West and Morley, it is imperative that we continue to ensure that buses remain sustainable. That is why I welcome the £1 billion of investment in bus funding recently announced by the Government, including £36 million for West Yorkshire. That has helped us to extend the £2.50 price cap for the whole of 2025, and to secure routes like the 212. I respect a lot of the points made by Liberal Democrat Members, but I point out that whereas the bus fare cap was going to be abolished next year, a new cap has been introduced because of the actions of this Government. Yes, it is higher, but it is none the less a cap that will keep exponential fare rises down.

Returning to Leeds, I predict that the next two years will be vital to our bus network. As we build towards franchising in 2027, we must sustain a good level of service until that date and use every tool in our arsenal to do so. I urge my constituents to continue to contact me with problems relating to the bus network in Leeds South West and Morley. I will work with councillors of every party and with the West Yorkshire combined authority to deal with the problems that we encounter before franchising. The Minister is one of my neighbours, and has heard me set out all the arguments to do with, and problems in, my constituency, and as well as some of the solutions. Can he tell me if there is any other tool that I can use to help my constituents in the build-up to franchising in 2027, should problems arise before that date?

To conclude, we cannot understate the significance of effective public transport. Communities in Leeds South West and Morley rely on it. I can tell them that we are genuinely getting on with the job of fixing our bus networks. It is time that my constituents had access to the public transport that they deserve.

Oral Answers to Questions

Mark Sewards Excerpts

Thursday 21st November 2024 Commons Chamber

[Matt Rodda (Reading Central) (Lab)]

8. What recent assessment she has made of the adequacy of the condition of local roads.

[Mr Mark Sewards (Leeds South West and Morley) (Lab)]

9. What assessment she has made of the adequacy of the condition of local roads.

--- Later in debate ---

[Louise Haigh]

I believe the hon. Gentleman met the Under-Secretary of State for Transport, my hon. Friend hon. Member for Nottingham South (Lilian Greenwood), last week on exactly that issue. She will follow up on it, as will National Highways.

[Mr Sewards]

I associate myself with the comments about Lord Prescott. I am grateful for the Secretary of State’s answers on local roads. The roads in Leeds South West and Morley are in a dire state. Asquith Avenue has been compared to the surface of the moon. Commuters in Farnley, Wortley, Morley and Tingley have to dodge potholes every day, and even the more rural areas of my constituency, such as Ardsley and Robin Hood, are suffering the same fate. What reassurances can the Secretary of State give my constituents that those roads will be improved, and when can they expect those improvements?

[Louise Haigh]

My hon. Friend is absolutely right. Potholes and poor road conditions are a menace that make our roads less safe and have saddled drivers with costly repairs. The £500 million uplift will be available in ’25-26, and we will announce the allocations shortly, including those for West Yorkshire.

Rail Performance

Mark Sewards Excerpts

Monday 11th November 2024 Commons Chamber

[Louise Haigh]

We will be setting out a long-term infrastructure strategy in spring next year, working with the Ministry of Housing, Communities and Local Government and colleagues across Government to ensure that we are unlocking the transport infrastructure that will be of benefit and allow us to meet our housing targets but also improve rural connectivity. My Department is also reforming how we do appraisals to ensure we maximise our investment in transport infrastructure for economic growth and to tackle socioeconomic inequality.

[Mr Mark Sewards (Leeds South West and Morley) (Lab)]

I welcome the Secretary of State’s decisive action to end industrial action, get the railways moving again and unlock the barriers to economic growth that we absolutely need to sweep away to get this country growing again. It is particularly welcome to hear about the green shoots of recovery and the improvements in LNER’s performance. However, passengers at Morley train station tell me that the services are still unreliable, so can the Secretary of State update the House on what she will do to improve the reliability of the train services running through Leeds South West and Morley and the rest of the UK?

[Louise Haigh]

LNER’s reliability has improved in the past year, but I am not naive and do not think we are there yet; these are only the green shoots of recovery. The real improvements from these reforms will come when we can truly integrate track and train. LNER and the east coast are a perfect example of where the previous system was failing. Billions of pounds were spent on upgrading the east coast main line, but with absolutely no improvement for passengers. By integrating track and train, we can ensure that those upgrades to the east coast main line are fully realised for passengers and that the timetable and service from LNER are improved.