Oral Answers to Questions

Rachael Maskell Excerpts

Tuesday 11th December 2018 Commons Chamber

[Robert Jenrick]

My hon. Friend is absolutely right. While the Labour party wants to increase taxes on business, including on small businesses, we are cutting them, and the increased annual investment allowance will enable businesses such as the one in his constituency to invest in plant, machinery and new technology to drive it to future success.

[Rachael Maskell (York Central) (Lab/Co-op)]

The broken business rates system is having a seriously detrimental impact on our high streets, and that is seen right across York. Will the Minister meet me and York Retail Forum to discuss the impact it is having on York and, in particular, the proposals it wants to see on turnover tax?

[Robert Jenrick]

I would be happy to meet the hon. Lady. We announced in the Budget that 90% of smaller retailers, including many in her constituency, would see a 30% reduction in their business rates, and the future high streets fund is designed exactly for communities such as the one she represents.

European Union (Withdrawal) Act

Rachael Maskell Excerpts

Thursday 6th December 2018 Commons Chamber

[Mr Hammond]

My right hon. Friend the Prime Minister and I have said many times that the choice before this House is very simple: it is this deal, no deal or no Brexit. Those are the opportunities that we have to choose between.

[Rachael Maskell (York Central) (Lab/Co-op)]

One of the things that really concerns businesses is the availability of skills with this deal. At the moment, they know that there is a plan for growth, which the Government have in the light of their abysmal record on productivity, but that plan cannot be delivered if skills are migrating back to the EU. How will the Chancellor address that?

--- Later in debate ---

[Rachael Maskell (York Central) (Lab/Co-op)]

As this debate has progressed, the limitations of the Prime Minister’s deal have been exposed. We have witnessed a process whereby Brexit has come to mean a charade in which transparency and accountability have been dodged, with total disregard for the concerns that people had when they voted. My interpretation of the vote on 23 June 2016 has always been that our country is divided. We can argue that more people were in favour of leave on a particular date, but politics should not be about a race over the finish line, but about reading the times, listening to the multifaceted and complicated reasons why people made their choices and then seeking to resolve the concerns raised on all sides. As it happens, my constituency in York voted overwhelmingly to remain. I respect my constituents and believed it was my duty to reflect their vote when it came to article 50, and I rightly could not trust the Government.

We must remind ourselves of the febrile political environment in the lead up to the referendum and that some of the worst xenophobia and racism was propagated across different media. We recall the financial pressures that were levied upon our constituents. The cuts to services were severe, jobs were insecure, opportunities were denied and many people were struggling. Over the past two and a half years, people across our nation would have expected the Government to have reached out and responded to the causes of the divisions in our country, but the Government have failed.

My constituents live in the most inequitable city outside the capital. Since the referendum, the cuts have deepened, with the worst-funded schools and one of the worst-funded health services. Crime is up; good jobs have been lost; and constituents and businesses alike feel seriously let down. The casework I deal with is, frankly, so shocking and heartbreaking that I struggle to believe that we live in a so-called society. The economic analysis released last week shows that things will get worse. None of us came into politics to make people poorer, but this deal will.

My excellent universities in York, which have an exemplary reputation across the EU due to their success in winning EU research projects, will lose out significantly. As will our local economy, which is already struggling to find people to work in the hospitality sector and in the care sector, caring for our most vulnerable.

I was flabbergasted to see that the Government’s deal, after two years of uncertainty, fails to recognise how business needs time to plan and work with the market; further uncertainty only adds risk to our economy, not least on future customs arrangements.

For a negotiator it is plain to see that leverage is needed in negotiating a future deal, and the political declaration provides no such security. Worse, we all know that industry and services have lost confidence in our great nation due to this Government’s Brexit framework, and they are slowly and steadily sliding across the border into the EU, further weakening the Government’s position.

As the vote highlighted that the nation is divided, my test is whether the Prime Minister has demonstrated that she has the capability, through her deal, to unite our country. This deal does not achieve that. People did not vote just on technicalities or institutions; they voted on the wider context of their lived experience.

Politics is not just transactional; it is all-encompassing. Labour has an agenda that will address inequality, division and poverty, and that will end austerity. It will heal our broken nation and rebuild relationships across the EU and beyond, bringing real hope and security. Our future lies with this Labour party being in government and healing our nation.

Oral Answers to Questions

Rachael Maskell Excerpts

Tuesday 6th November 2018 Commons Chamber

[Mel Stride]

I certainly agree. These changes will boost our high streets, and the FSB is to be congratulated on Small Business Saturday. I shall be in Ramsgate with my hon. Friend the Member for South Thanet (Craig Mackinlay) speaking to some of his retailers about this. I extend a non-partisan invitation to Labour Members to join us: we will go up our high streets talking to retailers about reducing their rates, and they can talk about the tax increases that they have in store for them.

[Rachael Maskell (York Central) (Lab/Co-op)]

The very short-term measure to give some businesses relief was announced at the Budget, but why did not the Chancellor announce the real cause of escalating business rates—the investors on our high streets from overseas who are really exploiting the market?

[Mel Stride]

I am slightly disappointed by the approach taken by the hon. Lady, for whom I have great respect, in pouring cold water on a major fiscal move such as this to reduce high street rates by one third, which will benefit approximately 90% of smaller retailers in her constituency. That is a shot in the arm for our high street and a shot in the arm for British business.

Five Year Forward View for Mental Health

Rachael Maskell Excerpts

Tuesday 30th October 2018 Westminster Hall

[Jeff Smith]

I very much agree with the hon. Gentleman. Although I will never say that increased spending on mental health is not good, the announcement in yesterday’s Budget of extra funding for mental health teams in A&Es points to a problem because we should not have to increase spending on A&Es. We should try to cut the number of people who have to go to A&Es at an earlier stage, and we must invest at an earlier stage.

[Rachael Maskell (York Central) (Lab/Co-op)]

I am very grateful for the APPG’s work. One of the biggest concerns is about mental health support in further education colleges, which seems to have gone completely off the radar. Both colleges in York have told me that there is increasing crisis in further education, particularly on self-harm by young people—now that there are more exam-based assessments, that is escalating at a pace. Does my hon. Friend agree that we must focus on prevention in FE colleges, to ensure we have the right health professionals based in those colleges?

[Jeff Smith]

I absolutely agree with my hon. Friend. Child, adolescent and early adult mental health is a big and growing problem.

The five year forward view recognised creating treatment pathways for people with bipolar disorder, adult eating disorders and personality disorders, but halfway through the plan, the inquiry found that those are still to be published. It is vital that NHS England implement in full all pathways recommended in the five year forward view.

Inclusive Transport Strategy

Rachael Maskell Excerpts

Thursday 25th October 2018 Commons Chamber

[Rachael Maskell (York Central) (Lab/Co-op)]

This debate is about the 13.9 million people in the UK who want to benefit from barrier-free travel, whether for work or leisure, whether to advance their opportunities or lifestyle, and to do so with choice and dignity, and without additional cost. No one chooses to be born with or to develop an impairment, and yet we know that disabled people are seriously economically and socially disadvantaged, frequently facing barriers throughout their lives, and facing discrimination even now in 2018—23 years after the Disability Discrimination Act 1995.

Inclusivity across our transport system can, should and must break this cycle and enable disabled passengers to access the things that the rest of us can enjoy. Labour fully comprehends this, because it is written in our DNA that when you create barriers, whether economically, socially or physically, you not only discriminate but limit the opportunities of others. We know how transport provides social connectivity to people who are isolated, can facilitate access to work or leisure, and can enhance independence and opportunity. To get this wrong is to limit the lives and hope of others. To get this wrong means that the state has disabled people by allowing barriers to continue.

Progress and spend over the past eight years has been too slow and too little. The inefficiencies within the system have yet again meant that disabled people were pushed to the back of the queue—and, I have to say, without enough realisation from Government or remorse from the industry.

Tragically, Governments and society have for too long built those barriers to disabled people, to exclude them and to remove the freedoms that so many of us take for granted. Today, I am sure we will hear many powerful examples of physical barriers across different modes of transport—planes, trains, buses and taxis—and for those wanting the opportunity to actively travel by cycling, walking or use of a mobility vehicle. We will hear about the infrastructure limitations and barriers that people face, and the choices and opportunities that they limit or deny people altogether.

I recall a woman in my constituency who is doubly incontinent, due to radiotherapy treatment for the disease she had—she did not choose to be so. She was denied universal credit owing to the complete failure of work capability assessments, which has left her in poverty, making it unaffordable for her to travel. Not having a toilet on a train, at a station or on a coach means that she cannot travel to see her mother. That is her goal. We must and should enable her to reach it.

I use that example to highlight the range of considerations that must be taken into account when we create an inclusive transport network. Disabled people are priced off our railways because they are far more economically disadvantaged than non-disabled people. Disabled people have to find an additional £570 a month in costs. Poverty is a major reason why people cannot travel, and because people cannot travel—for example, for work—they are economically disadvantaged. If Labour is about anything, it is about breaking this cycle, which we know has got far worse since this Government came to power. Wages have stagnated to below 2010 levels, and the most in need are denied the very social security to support their access requirements, keeping people in poverty or pushing them further into poverty.

Labour will, as is our mission, end this shameful and disgraceful approach to disabled people. In the sixth richest country in the world, we will not tolerate marginalising the most vulnerable people in our society and robbing them of the most basic rights that anyone should be able to have. Transport provides such an opportunity to turn people’s fortunes around. Whether someone faces a physical or sensory impairment, a mental health or neurodiversity challenge or a combination of those, whether they are injured, a parent with young children and buggies to navigate, old or frail, Labour will remove the barriers that stop them achieving their goals.

The Government’s inclusive transport strategy makes a good start, but much is missing, and I wait to hear how it will be fully funded and scheduled for implementation. Maybe Monday will be its judge, when the Chancellor gives his Budget statement. I know that the Minister has prioritised this strategy, but sadly her boss, the Secretary of State for Transport, has not shown such commitment.

More than £50 million of the Access for All funding planned for the current control period has been deferred, with half of all projects being postponed. Control period 5 funding has been slashed from £135 million, including a £32 million roll-over, to £87.1 million in 2012-13 prices, with the remainder of the original fund value now planned to be spent between 2020 and 2024. Labour is committed to restoring the £50 million that the Government have slashed from that budget.

Network Rail is inviting nominations for eligible stations, following the Government’s commitment of up to £300 million for Access for All in control period 6, but it is also looking for cash-strapped local authorities to contribute to bids and work in partnership—money that they do not have. Commitment is demonstrated by money. That is where the Government have been left wanting.

The Government’s inclusive transport strategy sets out five strands of work: raising awareness of passengers’ rights, staff training, improving information, improving infrastructure and using technology. Those are all welcome and all plausible, and long overdue. Addressing rights and responsibilities is good. Every penny wisely spent on infrastructure forms a crucial part of removing barriers for people who want equality, but sadly the strategy is not complete, and I therefore have to say that disappointment was felt on the Labour Benches. I know from talking to the amazing charities working on access issues across the transport sector that they share that disappointment.

I turn now to those who work across the network—something omitted from the Government’s strategy. Staff training, which we know can make a real difference, is rightly in the strategy, but who is working in the sector? If the transport sector does not make a radical change to who it employs, transport will fail to understand what is wrong. Of the 13.9 million disabled people, just 3.4 million, or 24%, work—what a wasted opportunity.

Every time I ask this question, I think of a constituent of mine who is autistic. He absolutely loves trains and wants to work on the railway. He has done courses and training under Government schemes, but at 30 he has only had three months of work sticking labels on jam pots. We are impoverished because his ambition has been denied. I set a challenge to the transport sector and the Minister today. Having tried to draw out statistics to no avail on how many disabled people work across the sector, which speaks volumes, my challenge is this: what are you doing to radically change the diversity of the workforce? No excuses and no prejudices—what are you doing?

If the workforce is inclusive, the industry and Government will not only grasp what they have to do to change, but economically, people who have been disabled will be able to get out of their homes and travel, and economically, the sector will benefit. If we have to enable staff, we have to enable everyone. Labour is committed to taking us on that journey, and we believe that the unions will be the facilitators of change. This is in Labour’s DNA. It is in our name. We are about transforming the world of work.

At this point, I want to recognise the incredible work that the Transport Salaried Staffs Association has done on neurodiversity and the transport sector. It stands out in the industry and has shown real leadership in recognising opportunity. I also have to extol the commitment and endurance of the National Union of Rail, Maritime and Transport Workers for its persistence in making the case that a second safety-critical person—a guard—must be on a train. It is right. If transport is to be inclusive, physical and structural changes have to occur, but we also need people to be there, providing the vital public service that enables, not disables, people.

[Lilian Greenwood]

My hon. Friend is dealing with issues around the presence of staff. Does she agree that the presence of a member of staff on trains and at the station is not just important for disabled people—it may be vital for them—but is good for everyone, because it means that everyone who encounters a difficulty has someone they can go to for help and advice?

[Rachael Maskell]

My hon. Friend is absolutely right. We know how vital our public servants working across the rail industry and the transport network are, at vital interchanges and stations, providing not only signage and support for individuals but the holistic customer service that the public rightly expect.

Cracked pavements are a major transportation barrier for people who trip over the cracks. People have lost their lives as a result of this. If we are going to talk about active travel, which we must, we have to ensure that councils such as my own—which has shamefully not addressed this—are equipped to address this issue. Parking on pavements is a cause of this and must be addressed. I was delighted when the Minister said that she was committed to addressing this, to help visually and physically disabled people avoid serious risk.

We need to build a cycle industry for everyone. EMPowered Cycles, which I went out with a few weeks ago on a ride, is inspirational in the way that it adapts bikes to enable anyone who wants to cycle to do so. Labour wants every child to have the chance to ride and to access cycling—and, for that matter, we will extend that enjoyment to all, taking away the multiple barriers faced by disabled people who want to cycle. Making cycling accessible for them will make it accessible for all.

The Bus Services Act 2017 rightly demanded that audio-visual equipment be installed across the network—thanks to Labour’s amendment. However, two years on, we are still waiting for the Government to lay the regulations. When will those regulations be laid? Will Brexit get in the way yet again, or will we see them laid? The bus companies say that they are not able to install the equipment because they do not know the scope of the requirements on them. I urge the Government to move on that issue.

To access a bus, however, people need a bus. The cuts to bus routes, with 199 routes cut or reduced last year alone, have cut the opportunities for disabled people at a time when 60% of disabled people live in homes without a car. That is why Labour is committed to reconnect people and communities in rural and urban areas through our bus plan. As for the fear this Government have sowed throughout the community transport sector—I thank all those involved in the sector for their service—they have not even had the decency to respond to the consultation from May, which is six months ago, leaving community transport in paralysis. Labour would take away that fear and support this vital lifeline to so many.

In the light of the independent report on taxi and private hire that was published in September, “Taxi and private hire vehicle licensing: recommendations for a safer and more robust system”, Labour welcomes the recommendations and has committed to reform the legislation guaranteeing national standards on safety and accessibility.

As for rail, we could dedicate a whole debate to station access. Stations absent of rumble strips on their platform edges and those with poor signage are failing the test. My trip to Biggleswade station highlighted how making such adjustments would mean that not only disabled people, but elderly people and mums and dads with pushchairs could use the train. Just 20% of stations are currently step-free. May I congratulate Liverpool’s metro Mayor, Steve Rotheram, and Councillor Liam Robinson, with their publicly owned trains on their publicly run network, on procuring an entire fleet of new trains that are step-free and accessible? It just goes to show what a publicly run service can achieve and why Labour will prioritise this issue—oh, and they have ensured that there will be guards on the trains.

I have to raise Govia Thameslink Railway’s disgraceful pronouncement earlier this year about dwell times at stations. That was another of its failings, and another reason that the Secretary of State should bring that route back under public ownership. It instructed staff:

“DO NOT attempt to place PRM”—

a person of reduced mobility—

“on train if there is a possibility of delaying the service”,

and that someone having a seizure should be moved

“from the train as quickly as possible”.

This is completely unacceptable. It boasted that such

“processes will help us deliver a 21st century railway”.

No they will not, and to discriminate so overtly shows just how unfit such franchise holders are.

Labour further understands that we need a real shift in engineering. I say to disabled people, “Become engineers”, and I say to the Government, “Make this happen”. When our engineers, designers and transport leaders have lived experience, then we can engineer in access for all. Others have to change, too. At a recent presentation, the Office of Rail and Road told us how it was content that one in five people were failed by Passenger Assist. That failure told us why we are not content with that organisation. Leadership has to be about ambition, and I was very surprised that the Minister said that her strategy would be delivered by 2030, which coincides with a date set by the UN, given how fast she could drive forward the strategy.

Leadership is about ambition, and that is why Labour believes that the public transport system can and should be transformed. With my hon. Friend the Member for Middlesbrough (Andy McDonald) at the helm—a man burning with ambition to create an economically, socially and physically inclusive railway—that will change lives, and that is what Labour Members will achieve when we come into government.

--- Later in debate ---

[Rachael Maskell]

As expected, we have had an insightful and thoughtful debate about how we must absolutely remove the barriers that have been created across the transport system, which have disabled 14 million people across the UK who experience some form of impairment. I thank all hon. Members for highlighting their concerns, their cares and their local examples. Each case tells a story of how communities have been denied access to transport and, therefore, to the opportunities enjoyed by so many of us.

The hon. Member for Banbury (Victoria Prentis) extolled the transport system in Oxfordshire, but it is alarming to learn of the level of cuts made by the Tory-run Oxfordshire County Council. The impact on the buses has been of such a scale as to garner national media attention, showing that the Government’s austerity plan is still very much alive.

As ever, my hon. Friend the Member for Nottingham South (Lilian Greenwood) gave us a tour de force as she took us around the different modes of transport in her constituency, eloquently setting out what needs to be done and highlighting Nottingham City Council’s dedication to increasing disabled people’s access to transport. Like her, I regret the fact that the cuts that her council has faced mean that it is not able to offer disabled people the ability to use their passes at peak times. I hope that the Chancellor will give her some hope on Monday. The intervention of my hon. Friend the Member for Blaenau Gwent (Nick Smith)—I was sorry to hear about the loss of his constituent’s dog—highlighted how important it is that road users and planners ensure that vehicle parking does not create more barriers.

The hon. Member for Inverclyde (Ronnie Cowan) highlighted the progress made by the Scottish Government, who are moving far faster on initiatives than the UK Government. He mentioned how his constituent Jim MacLeod had alerted him to the barriers that disabled people face. My hon. Friend the Member for Blaydon (Liz Twist) again spoke about her experience as her constituents Laurel and Margaret took her on a tour of her constituency to highlight the barriers that visually impaired people face. She also spoke of the essential role of guards on trains. Following all those contributions, there is clearly much to be done.

Communication was a theme in today’s debate. Whether in person, by providing information or through the latest technology, it is important that we are able to communicate with disabled people to enhance their experience of the transport system. We have heard about the different modes of transport that are available, but if we bring modes of transport together at an interchange, we must ensure that those choices are available to everyone, including disabled people. It is vital that we get the maps and apps right and that we extend the opportunity to access transport to everyone. The challenge before us today is to take advantage of all those opportunities and technologies through the work of our dedicated transport workers.

Labour sees transport interchanges as a real opportunity. We have heard how people can be disadvantaged by stations not being accessible, and therefore we need to bring about redress. The historical franchises should employ disabled people and, of course, under our national railway plan we would not have to wait years until franchises run out. We could make those changes and make a difference to disabled people.

We have heard about the impact of different environments, about people who struggle in crowded environments and perhaps require additional support. I was heartened when I met London North Eastern Railway a week ago, as it now employs an access and inclusion manager, Charlie Woodhead. I look forward to working with him, and it shows what can be done by a publicly owned railway service. I hope others will follow that example.

Making transport accessible means that more people can travel. Having more people travelling on public transport is better for our environment, and it is better for everyone economically, for the individual traveller and for the Treasury.

Of course everyone should have the opportunity to book in advance, and it is a positive advance if systems can retain information about a traveller’s support needs. However, everyone must also have the opportunity to turn up and go, as my hon. Friend the Member for Nottingham South said. That is clearly where transport is failing, and I trust that, significantly, the strategy will mean that everyone can have equality of access to our transport system.

As I said in my opening speech, 14 million people depend on the Government getting this right. My hon. Friends and I have set out how planes, trains, ferries, buses, cycling, walking and other modes of transport can be accessible. My hon. Friends are determined to see barriers removed, lives transformed and opportunities unleashed for all those who experience barriers today, whether economically, socially or physically. A Labour Government will ensure that they have the opportunities they deserve.

Eating Disorders

Rachael Maskell Excerpts

Tuesday 16th October 2018 Westminster Hall

[Bambos Charalambous (Enfield, Southgate) (Lab)]

It is a pleasure to serve under your chairship, Sir Roger, and I congratulate the hon. Member for Bath (Wera Hobhouse) on securing this important debate.

A sad reflection of our times is that the explosion of social media in the past decade has spawned an obsession with looking good and showing off the body. If people want to be in with the right crowd, they need to post images of themselves looking happy with their beautiful body. Sadly, sometimes the impression given on social media does not match the reality, and cases have been reported of people who have not been able to keep up with the facade of being permanently happy, and striving for the perfect body has resulted in their suicide.

Eating disorders are part of that obsession with body image, and hashtags such as #thinspiration are associated with images of mainly young people showing off their thin bodies and limbs. Unfortunately, the way in which social media works nowadays means that if they click on the internet links about being thin or having a beautiful body, and thanks to the algorithms that are part and parcel of social media, people will more than likely receive online advertisements about dieting or weight loss.

One thing that is desperately needed is greater understanding of the mental health aspect of eating disorders and the addictive nature of many of the conditions, including body dysmorphia. I have a constituent who has been struggling with anorexia for a number of years. He had difficulty in living on his own and, for his own wellbeing, had to move back in with his parents, because of the support that they were able to give him at home. He desperately needed mental health services from the local clinical commissioning group and, although it was a battle, we were successful in getting him the help that he needed.

Eating disorders are serious mental illnesses that can have severe psychological, physical and social consequences. Typically, they involve disordered eating behaviour, which might mean restricting food intake, binge eating, purging, fasting, excessive exercise or some combination of those behaviours. Recently, I was made aware of orthorexia, which is an obsession with or addiction to eating healthy food—a gateway to other eating disorders. Many of the eating disorders are associated with negative perceptions of body image, as I mentioned. A negative perception such as that, coupled with an obsession with posting pictures on social media, exacerbates the problem and leads to more stress, pushing those who are suffering closer to the edge. In its clinical guidelines on eating disorders, the National Institute for Health and Care Excellence states:

“The emotional and physical consequences of these beliefs and behaviours maintain the disorder and result in a high mortality rate from malnutrition, suicide and physical issues,”

such as electrolyte imbalances, osteoporosis and anxiety disorders.

Using figures for UK hospital admissions from 2012 to 2013, the eating disorders charity Beat estimates that there are 725,000 people with an eating disorder in the UK, approximately 90% of whom are female. Every disorder is closely associated with poor quality of life and social isolation, and each one has a substantial impact on family members and carers. Eating disorders are long-lasting conditions if they are not treated.

In The Guardian in October last year, Dave Chawner described his experiences as a boy with an eating disorder. He wrote:

“Before I was anorexic I’d always assumed people with mental illness knew they weren’t well. But on reflection that’s ridiculous. My Dad has diabetes. He had it for years before anyone realised and no one expected him to innately know. Sometimes you’re too close to your own life to gain perspective; it’s like trying to make sense of a painting if you’re only inches from it.

It’s really hard to find the words to describe my anorexia—it was more of a feeling, a lacking, an awareness I wasn’t really coping…I wanted to talk but I didn’t know what to say. I was waiting for something to happen so I could classify myself as ill. I was worried people wouldn’t take me seriously, that if I didn’t explain myself properly people would think I was attention-seeking or pathetic.”

He concluded:

“So I understand why more people don’t just talk, because sometimes finding the words can seem impossible. Not all the silence on mental illness is to do with stigma. It’s also about finding the right words.”

We have to get rid of the stigma around eating disorders to help the thousands of people like Dave who are suffering.

Thousands of people with eating disorders are turned away from treatment and support every day. The NICE guidelines for access to treatment are correct, but they are not implemented in the right way.

[Rachael Maskell (York Central) (Lab/Co-op)]

That is a real issue with Vale of York CCG, where only 12.9% of people start treatment within four weeks. The CCG spent only £68,000 of the £161,000 it had to spend on eating disorders. Beat identified it as the worst CCG in the country. Does my hon. Friend agree that far more robust accountability is needed for the delivery of services for eating disorders?

[Bambos Charalambous]

My hon. Friend makes an excellent point. Yes, much more funding and accountability is needed to tackle eating disorders. I will come to that shortly.

A person’s BMI should not prevent them from getting the support that they need. Action is also needed to tackle irresponsible social media companies, which give platforms to those who glorify eating disorders and negative body images. Failure to tackle eating disorders costs lives and results in heartbreak, anguish and despair for people with such disorders and for their families. It ends up costing the NHS more, because of the increased need when someone hits crisis. Much more funding is needed for mental health services, including child and adolescent mental health services. More early intervention is needed to address eating disorders.

Eating disorders are serious and potentially life-threatening conditions. Unless proper support and more mental health funding are made available to tackle them, we will all pay the price.

Racehorse Protection

Rachael Maskell Excerpts

Monday 15th October 2018 Westminster Hall

[Rachael Maskell (York Central) (Lab/Co-op)]

It is good to see you in the Chair, Mr Wilson. I thank my hon. Friend the Member for Hartlepool (Mike Hill) for introducing the debate, and I also thank those constituents of mine who have written to me and encouraged me to attend it.

York is home to Britain’s second oldest racecourse—it was established in 1731—and on Saturday I had a behind-the-scenes tour and saw all that occurs on race day. The racecourse plays a significant role in York’s economy, bringing in about £58 million. It hosts races for 18 days a year and it also hosts many events on the Knavesmire stand. I thank William Derby, the racecourse chief executive, as well as his staff, for the programme he laid on for me and Councillor Jonny Crawshaw, who represents Micklegate ward.

I observed many aspects of the racecourse hosting an event, including security and policing—particularly for antisocial behaviour and terrorism—as well as stewarding, chaplaincy services, hospitality and gambling, but I also paid particular attention to the welfare of the horses, toured their new facilities and met the vets. The racecourse upgraded its facilities in 2015, including building new tepid and cold water showers for horses post-race; installing a mist fan, based on data from the Olympics that showed how best to keep horses cool; and building an equine hospital facility on the site. York also has an equine hospital, to which injured horses can rapidly be transferred should the need occur. I witnessed the horses warming up for a race and cooling down afterwards. Clearly, I did not see the entire impact of a race on a horse, but I discussed some examples with the vets, such as the potential impact of the stress placed on a horse’s lungs, and internal and soft tissue injuries.

On Saturday, when speaking with the lead vet from Minster Equine veterinary clinic and others, I was reassured that animal welfare is of prime importance to the racecourse, and that the recent investment demonstrated such a commitment. Of the 1,300 horses that have raced this season, there has been one fatality. In 2016 there were three fatalities; in 2014 there were two; in 2013 there were two; in 2012 there were three; and in 2011 there was one. That is 12 fatalities in seven years, which is clearly devastating. Moreover, given that York hosts flat racing, they are also 12 fatalities too many. I should also like to point out that this feeds a gambling industry.

It is clear that much more research is needed on animal welfare and horse welfare. I observed the rehabilitation of horses from injuries resulting from races. As a physiotherapist, I was particularly interested in how horses are rehabilitated and in why more research is not done to ensure that those that sustain such injuries are given more intense rehabilitation to increase their chances of survival. However, it is only by having a comprehensive understanding of the causation of injury that risks can be eliminated. I therefore believe that an independent regulator, which could explore why injuries occur, would be invaluable to the industry. The fact that it would be independent would be helpful for the British Horseracing Authority, as well as to those people working throughout the industry. We should welcome the opportunity for more, rather than less, scrutiny in horse-racing: if there is nothing to hide, there is nothing to fear. We have heard about the conflicts of interest that occur within the BHA, so having an animal welfare champion at the core of horse-racing would be a positive step forward.

On Saturday, I observed a delay at the start line. The horses were in the starting stalls when one decided to dip under the stall and escape. That horse experienced only minor injuries, but the other horses were clearly distressed. I would like to examine what more can be done to limit the distress and stress experienced by horses at the start of a race. One horse, for instance, tried to gallop out of the stalls but it was constrained by the gates; its stress increased with each moment but the gates remained closed. Other horses were taken out of the stalls, calmed down, and then placed back in them, but the stress was clearly building. The cases of Mukaynis and Commanding Officer demonstrate that more work needs to be done on that particular pinch point. An independent body could consider those issues and improve safety for horses.

I followed the race with a doctor, to observe what their role was and how fast medical support was provided. I was puzzled as to why doctors were ahead of vets in the queue and why they did not move around the racecourse in tandem. Vets should be able to reach the scene of an injured horse with the same expediency as doctors are able to access injured individuals. Perhaps that issue could also be looked at.

During the day, I also made inquiries about the use of the whip, because that has been raised with me on a number of occasions. I understand that whip safety has improved over time. It was pointed out that use of the whip has two functions: first, for steering the horse, which can prevent injury; and, secondly, for “encouragement”. I understand that the air cushion on the whip provides protection, but evidence from Animal Aid indicates a lack of confidence about whether a whip injures or hurts a horse. Again, therefore, I believe that an independent body could look into such issues, building confidence whichever way the debate falls. Evidence from an independent regulator could settle an issue such as that of use of the whip in a race. In Norway, to ensure animal welfare, a whip is not used. We need to understand how “encouragement”, if it does not hurt a horse and is to continue, can be made subject to good regulation, because the current penalties hardly discourage the use of the whip. That, too, should be reviewed.

The vet also highlighted risks to the horse once it leaves horse-racing, because that environment is less well regulated, and raised one or two issues. In the afterlife of horses, I want to ensure that we take the greatest care of these precious animals, particularly in their breeding. This House has had many a debate about dog breeding. In order to ensure that animal welfare is upheld, it is clear that regulation of the number of foals that a mare may produce needs to be tightened, and the same applies to regulation for stallion welfare.

[Nic Dakin (Scunthorpe) (Lab)]

I apologise for arriving slightly late—I was on a Statutory Instrument Committee. My hon. Friend makes an important point about unregulated breeding. The situation has changed significantly in recent years and an independent regulator would make a real difference.

[Rachael Maskell]

I thank my hon. Friend for his observation. I trust that the Minister will respond to that particular point.

Many organisations are doing phenomenal work to oversee the welfare of retired racehorses. In Yorkshire, the charity New Beginnings has been registered in the past few years. It relaxes and settles horses before retraining them for a further career, domestic purposes or other uses. I have also visited the Hillside animal wellbeing centre, which gives phenomenal support to animals, but we need to understand what percentage of animals have the opportunity for a second life. It is the horses that we do not hear about that are the cause of most concern and that the petitioners have brought to our attention.

We need tight regulation, so what is wrong with having an independent regulator to log not only the injuries and fatalities while horses are in racing, but what happens to them after racing? Enthusiasts and people in general would be able to follow the horses’ life course. Transparency is all that is being called for, but it could make such a difference to confidence in horse-racing, instead of everything being left to the BHA, which, as we have heard, already has many responsibilities placed on it. Greater scrutiny would build confidence, and the petitioners are therefore wise to call for it.

Before I close, I want to make a couple of other points about horse welfare associated with the sport. The BHA or an independent regulator might also have a perspective on these issues. First, as we move into a Brexit scenario, given the 26,000 horse movements across European Union borders, delays at a border will clearly have an impact on horse welfare. It would be good to hear from the Minister how he will ensure against animal welfare issues arising. Secondly, given that so many trainers and stable staff come from eastern Europe or Ireland, and that they are not, as we have heard, well paid by the industry, what opportunity will they have to continue to work? Any sudden exit by staff would jeopardise horse welfare, too. What preparations are the Government making to protect horses in such an environment?

I again thank York racecourse for opening its doors to me so that I could look behind the scenes and have better understanding of issues appertaining to horse welfare. I thank the petitioners for raising this important issue and for the measured proposal for independent regulation in horse-racing. We should all reflect on the value of horse-racing to the horse—we need to put the horse at the centre—as well as to other parts of the industry.

Business Rates: Small Retail Businesses

Rachael Maskell Excerpts

Tuesday 9th October 2018 Commons Chamber

[Sir Geoffrey Clifton-Brown (The Cotswolds) (Con)]

I am privileged to follow the emotional and sensitive debate secured by my hon. Friend the Member for Eddisbury (Antoinette Sandbach). I sometimes wish the public could see more of such debates, where sensitive subjects are discussed so constructively on a completely apolitical, non-partisan basis. I congratulate my hon. Friend.

Madam Deputy Speaker, I am grateful to you and Mr Speaker for scheduling this important Adjournment debate on reforming the business rates system for small retail businesses. I am particularly grateful to the Paymaster General and Financial Secretary to the Treasury, my right hon. Friend the Member for Central Devon (Mel Stride) for being here to answer this debate at such a late hour, when I am sure he would much rather be at home with his family.

I am quite sure that right hon. and hon. Members from both sides of the House will agree with me when I say that protecting our country’s small businesses is of paramount importance. There are more than 5.7 million small and medium-sized enterprises in the UK, and we must recognise their importance to the local economies of all our constituencies in providing much-needed jobs for our constituents.

I have been working closely with the British Independent Retailers Association and with many businesses in my constituency to promote their business rates reform proposals. It is an eminently sensible idea for the so-called small business rate relief, which has a £12,000 threshold and has to be claimed, to be replaced by an allowance which would be automatic. That would benefit the huge majority of the small businesses that currently qualify for the small business rate relief. Retailers pay nearly a quarter of the collective rates bill, amounting to a staggering £7 billion a year. They pay far more than those in any other industry. The present system does not value business rates on the basis of business profitability. That unfortunately results in a system that fails to place the burden of taxation on the businesses that are most able to pay.

The national decline of the British high street is a worrying trend. More than 8,000 shops have closed over the last 18 months, and one in eight high-street shop units in England and Wales now stands empty. Large shopping centres away from town centres qualify for much lower rates than smaller retailers on our high streets, owing to their peripheral locations. That, of course, does not take into account the significantly higher turnover of retailers such as the “big four” supermarkets.

[Rachael Maskell (York Central) (Lab/Co-op)]

Will the hon. Gentleman give way?

[Jim Shannon (Strangford) (DUP)]

Will the hon. Gentleman give way?

--- Later in debate ---

[Rachael Maskell]

I am grateful to the hon. Gentleman, who is making an excellent speech. In York, there are 47 empty units in the centre of our city, partly because of high valuation rates. Offshore landlords are more concerned with their investments than the revenue from the rentals, so they keep pushing up the rents. Does the hon. Gentleman agree that the whole system needs to change if order is to be restored?

[Sir Geoffrey Clifton-Brown]

Yes. The whole thrust of my speech is that we shall ultimately need to reform the rates system, but it will take time. The Government have to be very careful to guard the huge amount of revenue that they gain from the rates in any change that they make. I am sure that my right hon. Friend the Financial Secretary will have something to say about my proposals in that respect.

I have a problem in the Cotswolds. The rents are very high, which influences the rateable value. It takes time to deal with that when there are a number of empty units, such as the ones in York that the hon. Lady mentioned. When the rents are lowered the rateable values follow, but the district valuers are, of course, reluctant to lower the rateable values, because they do not want to lose revenue. That problem is increasing, as I shall explain shortly. Offline businesses, IT businesses and so on, do not need premises as large as those required by some of the businesses in the hon. Lady’s constituency. For example, furniture shops, bed shops and cycle shops need large premises, which inevitably means large rateable values, but they do not necessarily have the turnover to match those rateable values. The ability to pay is not necessarily reflected in the rates that must be paid. However, I sympathise with the hon. Lady.

--- Later in debate ---

[The Financial Secretary to the Treasury (Mel Stride)]

Madam Deputy Speaker, may I say what a pleasure it is to see you in the Chair after the recess? It is also a pleasure to realise that I have an hour and 16 minutes in which to address my response to my hon. Friend the Member for The Cotswolds (Sir Geoffrey Clifton-Brown), but I may cut it down just a little bit to please the House.

I thank my hon. Friend for bringing this important debate to the House tonight. It is entirely characteristic of him that such a debate is in his name, because throughout his parliamentary career he has been a strong advocate of business both across the country and, importantly, in his constituency. He was right to highlight in his opening remarks the sheer size and importance of our small business community—there are 5.7 million small businesses, a figure that he cited—and the recent growth that we have had under the coalition Government and this Government. He has worked closely with the British Independent Retailers Association on various thoughts and proposals, some of which he put forward this evening and to which I shall respond in a moment.

My hon. Friend is right that business rates are an important tax. When we consulted on business rates back in 2015 and considered the various alternatives, several different suggestions were made, such as turnover taxes, taxes on gross value added and so on. Inevitably, with every kind of measure or metric that one focused on, they had their own particular drawbacks and complexities and so on. The conclusion that was reached at the time was that business rates were a stable tax that is difficult to avoid because property is static by definition. Of course, as my hon. Friend also rightly pointed out, business rates raise around £25 billion a year, which is a significant contribution to our public services and funds, in turn, our doctors, nurses, policemen and policewomen and so on.

The Government recognise that business rates represent a high pressure on small businesses, particularly for high street retailers. Rates are a fixed cost that cannot be avoided, irrespective of whether a business is profitable or otherwise, which is why we have undertaken a series of important measures. In the 2016 Budget, we made 100% small business rate relief permanent, at that time increasing the threshold for the relief and taking 655,000 of the smallest businesses out of business rates altogether. We also increased the threshold for the standard multiplier, taking 250,000 properties, including most high street shops, out of the higher rate of business rates.

However, that is not all. Following the most recent property revaluation in 2017, we introduced a £3.6 billion transitional relief scheme to cap and phase in bill increases. Additionally, at spring Budget 2017, we announced an extra £435 million to support those businesses facing the steepest increases in bills, including £110 million to support 16,000 small businesses losing small business rate relief or rural rate relief to limit increases in their bills to the greater of £600 a year or the real-terms transitional relief cap for small businesses in each year. We also provided local authorities with £300 million of funding for discretionary relief to support individual cases in their local area.

In parallel to all that, we have taken significant steps to ensure the fairness of the business rates system as a whole. That is why, at spring Budget 2017, the Chancellor announced that we would reform the revaluation process to make it fairer. I am pleased to say that we have delivered on that by increasing the frequency of business rates revaluations from every five years to every three years, following the next revaluation. That is an important point in the context of what my hon. Friend said about the difference in the rates being paid by the out-of-town store and by retailers on the high street. If we can have more frequent revaluations, as rateable values on the high street perhaps fall, we can more quickly pass on the benefit of that within the system.

[Rachael Maskell]

Does the Minister recognise that inequality exists between property size and turnover and that online businesses do not have the same huge valuations as retailers on the high street? Therefore, there is a complete dissociation between the success of a business and its ability to pay under a rateable system, whether that system is based on turnover or profitability, as opposed to a system that is dependent on an external landlord and the rents that they are charging for their property.

[Mel Stride]

The hon. Lady will probably be aware of the Chancellor’s speech at our recent party conference, in which he spoke quite strongly about the importance of a level playing field for online businesses that derive value in the United Kingdom and end up paying very little tax and about the international tax approach that we may look at taking unilaterally as a consequence. The most important thing overall is that the Government recognise that when it comes to high streets and the smaller retailers to which the hon. Lady refers, we should take measures to reduce the burden of rates, particularly among smaller businesses, in the way that I have described this evening. That makes bills fairer for everyone, as they more closely reflect the current rental values and relative changes in rents. To ensure that ratepayers benefit from this change at the earliest point, the spring statement 2018 included an announcement that the next revaluation would be brought forward by one year to 2021.

Before I address some of the specific points raised by my hon. Friend, it is worth highlighting that, at autumn budget 2017, we brought forward the planned switch in the indexation of business rates from RPI to CPI by two years. This switch is worth £2.3 billion over five years, and the move to CPI is worth £4.1 billion in total by 2023. So once more, the Government are making a significant investment to recognise the pressures that rates introduce.

My hon. Friend raised the specific issue—

High Speed 2

Rachael Maskell Excerpts

Wednesday 12th September 2018 Westminster Hall

[Rachael Maskell (York Central) (Lab/Co-op)]

It is a pleasure to serve under your chairmanship, Mr Howarth. I thank the hon. Member for Stone (Sir William Cash) for bringing forward the debate and all other hon. Members for their pertinent questions. Let us first remind ourselves why investment in growing our railways is imperative. We need investment in capacity growth and connectivity, which is being called for particularly in the north but also across the rest of the country. We also need to see environmental improvements, particularly in air quality. Rail provides a real opportunity for modal shift, whether from car to train or, indeed, from plane to train in the case of high-speed trains. We also need to invest in economic opportunity, so much so in the north, which for generations has missed out on the investment we have seen in London and the south-east.

However, we must be mindful of communities, the environment and construction costs. For such major infrastructure projects, we must also be mindful of skills, the opportunity for employment and how we develop engineering across the country. We must also be aware of the cost of getting it wrong. It is therefore right for hon. Members to call for reviews, investigations and transparency, because this is a publicly supported project about which the public demand answers, and they must receive them. As the project moves into a new phase of governance and leadership, it is important that a new approach is brought to high-speed rail to put in place the scrutiny that the public demand.

We must also get answers from the Minister. We have heard speculation and read reports, so today I ask her to clarify the actual costs of each part of phase 2—phase 2a, phase 2b east and phase 2b west—so that we can all understand the figures, how they have been derived and where costs fall. We must also understand the timeline, which we hear has been set back.

HS1 was hailed as a success, coming in on time and on budget, but clearly the rumours are that HS2 will not have such success. We need to understand why the learning of HS1 has not been translated into this project. HS1 is successful in bringing people from mainland Europe to the UK and in taking people to the south-east. We are proud of that project, but we must understand where the needs sit now.

I understand the public’s frustration. The complete chaos across our rail network over the last three months has set it in the minds of so many that rail can no longer be relied on. We have seen people stranded at stations, people losing jobs because a train has not turned up, and people not getting home to see their family in the evening. When the Government cannot even get the basics right, people are asking, “Why aren’t we getting things shored up before we move on to HS2?” We will read the Glaister report—I understand the interim report will be out later this month—which will address those issues, with interest.

We must have a fully integrated rail system, not one with segregated high-speed rail. I want assurances from the Minister that we will see that integration rather than have high-speed rail just for people who can afford premium rates, because that will not bring economic opportunity to the north. That is why Labour is clear that we would have one fully integrated rail network owned by the public and run by the public as we move forward.

We know that we must build more capacity on the rail network, that we must invest in the economies of the north and that people must be able to travel. The point about freight is important: we need more paths for freight. We must enable that serious modal shift and move freight off roads and on to rail. Investment is therefore imperative, as we know that the road haulage industry cannot recruit the drivers required to run the freight network on the roads. We must make those changes, and we therefore need available paths to do that. Building that capacity is essential, and the west coast main line will lend itself to that.

We also need leading-off capacity to the south-west, Wales and elsewhere across the north, including north of Manchester and York. Labour has closely considered how to develop a long-term plan for rail investment because, as many hon. Members have indicated, it is important to invest in the right places. We have been clear that creating a Crossrail for the north, bringing that connectivity to the north of the country, is our priority.

The Secretary of State’s decision not to electrify the trans-Pennine line has brought real damage to the north, but Labour will introduce reparation for that decision as soon as we come into government. We will ensure that someone can travel from Manchester, Liverpool, Leeds, Bradford, York or Hull, and down into Sheffield and up to Teesside and Newcastle. These are important decisions, and Crossrail for the north will be our priority, ensuring that we catch up on the timeline on which we have been so let down by this Government. Building connectivity to Sheffield will start to address the issues about what route HS2 should take in a faster way, because we wish to ensure that people can get to where they need to go. We must also invest in digital rail so that we get maximum capacity and opportunity from our railways. We must address the dreadful overcrowding that commuters experience day by day, because often people are not even able to get on the trains.

On speed, we believe that it is important to improve the east coast main line. Since we do not know when—or indeed whether—HS2 will be achieved, it is important that control period 6 provides extra capacity for speed and upgrades to the east coast main line. Travelling from York to London will take only 1 hour 31 minutes, and the additional time saving that HS2 will bring to cities such as mine will not be the reason why we need the additional spend required by high-speed rail. This is about capacity, not speed; it is about whether someone has a seat and can work or carry out their activities. That is why we need to invest in rail.

We must also ensure that we are responsible for the environment. I have met the Woodland Trust, and I am concerned about some of the environmental impacts of the project, particularly on sites of special scientific interest. We must be mindful that once things have gone, we cannot bring them back, and I believe that we must maximise our support for the environment as this project moves forward.

Today we have all identified wasted opportunities. Where, for example, is the cycle route alongside this network? That would make sense, but it has not yet been planned, despite its minimal cost. The hon. Member for Stafford (Jeremy Lefroy) mentioned a depot that suddenly appeared on land, and we must scrutinise every decision and decide whether it is imperative for each little piece of infrastructure to go ahead, or whether there are alternatives. It is certainly distressing to hear that so much construction will be delivered by road rather than rail, and it is important to consider that.

Finally, on economic opportunity, I agree with my hon. Friend the Member for Blackley and Broughton (Graham Stringer) that we need better connectivity to the north. Manchester is such an exciting city, but we cannot stymie its growth by denying it that much-needed connectivity. Liverpool is also moving forward and follows closely behind. We must ensure the right connectivity and invest in the right places. We need transparency on spend as we move forward. People are concerned; they are paying so much more for their rail fares, which have gone up by 35% under this Government, and they need to understand what the future will hold.

[Mr George Howarth (in the Chair)]

Order. The hon. Lady has exceeded her time.

Summer Adjournment

Rachael Maskell Excerpts

Tuesday 24th July 2018 Commons Chamber

[Rachael Maskell (York Central) (Lab/Co-op)]

We have heard some excellent speeches this afternoon, not least the two maiden speeches.

In 1772, Robert Hay Drummond, Archbishop of York, commissioned what is now known as Bootham Park Hospital. John Carr was drafted in as the architect, and in 1777 the hospital opened. It was a stunning building based in parkland and 17.85 acres of land, or 21.2 acres including adjacent public land. In 2015, following successive failed Care Quality Commission inspections, the site closed to clinical services, and the site closed to the trust last autumn. Now, a new mental health hospital is being built in Haxby Road, due to be opened in 2019. This leaves in question what will happen to the site. How will public land be disposed of in our city? NHS Property Services Ltd has been required to dispose of the site, and of course an attractive offer will be incredibly tempting.

Similarly, at Duncombe barracks in York, the Ministry of Defence is looking to dispose of that site, favouring 14 executive market-priced homes as opposed to 36 units urgently needed by the local community. Time and again, we are seeing public land being sold off to the highest bidder at the expense of the real needs of our city. No co-ordination or conversation is brought to our local community, which desperately needs homes. Surely, local government should have a say over these disposals. We are seeing more and more luxury apartments and executive homes. We have heard so powerfully today the reality of what happens then.

Of course, this is not what our city wants. The residents of York have been absolutely clear that they want to maintain the hospital site for vital health services for our city. I will explain the geography. Bootham Park Hospital is adjacent to York Teaching Hospital—our acute hospital—which is crammed on to a site that desperately needs additional land to transform health services and bring health into the modern age in our city. Without access to that land and the ability to repurpose Bootham Park Hospital and its site for health service use, health in our city will suffer.

We need transitional care and rehabilitation beds in a newly built specialised unit. We need a primary care-led urgent care centre so that our A&E is not crammed over yet another winter and our hospital is not exploding at its seams. We need to ensure that we house our health sector workers in York. The hospital spends about £30 million a year on agency staff, because people cannot afford to work and live in our city. As a result, our services are poorer. We therefore need that land to create key worker houses for NHS staff. We need additional mental health services, particularly so that our young people have decent facilities. We need extra care facilities for an ageing population.

We do not want to see the magnificent parkland that I mentioned being utilised as the grand entrance to some luxury apartments, or even a hotel, or perhaps a golf course. No, we need a new public park for our city where children can play and sports activities can take place. We also need to ensure that third sector organisations have access to the land that they need. One Public Estate is on board and the acute trust is on board, but we need the Secretary of State to be on board, too.

Our city is crying out for this NHS facility. We need to expand and build for the modern age and transform healthcare from a medical to a social model and from a sickness service to a health service. We should not look at the short-term goals, which so often happens in politics, and miss the opportunity to build a health and wellbeing village for the future of my community that will touch every life and, of course, save money for the public purse in the long term.

Today, the clock is ticking, the gavel is raised and the highest bidder is making its move. The solution to Bootham Park Hospital is to save the site and ensure that it is there for healthcare in the future. Let us create a new life for Bootham Park Hospital and use our imagination to do so.