Transport
Tanmanjeet Singh Dhesi Excerpts(2 years, 11 months ago)
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Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
It is an absolute honour to respond on behalf of Her Majesty’s Opposition in this extremely important debate on transport. We have heard insightful contributions from so many Members. The shadow Transport Minister, my hon. Friend the Member for Ilford South (Sam Tarry), who opened the debate along with the Minister of State, Department for Transport, the hon. Member for Pendle (Andrew Stephenson), referred to transport deserts, the decimation of bus routes, especially for rural areas—indeed, many Conservative-controlled councils are complaining—and, despite the inadequate funding from Government, the incredible work being done by the Labour metro Mayors.
I fully agree with the Chairman of the Transport Committee, the hon. Member for Bexhill and Battle (Huw Merriman), on the future-proofing of the aviation sector, especially after industry pleas for support during the pandemic were largely ignored by this Government. I also agree with him on the need for investment in sustainable fuels to decarbonise transport. I also agree—there is a lot of harmony breaking out—with the SNP spokesman, the hon. Member for Paisley and Renfrewshire North (Gavin Newlands), on the need for electric vehicle charging infrastructure, because the Government are missing out on their targets. Indeed, there is the anomaly of VAT at 20% for public charging points, compared with 5% for home-charging points like mine. In essence, that is a tax on the less well-off, because those who cannot install a point in their apartment or home miss out.
The former Rail Minister, the hon. Member for Harrogate and Knaresborough (Andrew Jones), spoke of the difficulty his constituents face in getting to work on time because of the cuts to rail services and the need to simplify fares. The hon. Member for North Antrim (Ian Paisley) spoke about the importance of the Government supporting pioneering and innovative technology, such as that for hydrogen buses and, indeed, the need for regulation of e-scooters. The hon. Member for Newbury (Laura Farris) spoke of her damascene conversion after having experienced the Elizabeth line preview. Indeed, she does a great deal of excellent work as co-chair of the all-party parliamentary group on the western rail link to Heathrow, along with my good self, and the need for that infrastructure project to finally be realised.
My hon. Friend the Member for Erith and Thamesmead (Abena Oppong-Asare) spoke about the need for ambition, such as Crossrail being conceived and pushed through by the last Labour Government. She also spoke about the need for more proactiveness on providing on-street vehicle charging points. The hon. Member for Hyndburn (Sara Britcliffe) spoke about restoring local railway lines, especially after the Beeching cuts. My hon. Friend the Member for Canterbury (Rosie Duffield) spoke very eloquently about rural connectivity, or the lack of it, which then has a devastating impact on the mental health of those individuals who are cut off from other communities, about the cuts that have been inflicted on school buses and about the rising cost of school bus passes.
The hon. Member for Dover (Mrs Elphicke) spoke about HS1 and the issue that there are still no services from Kent to continental Europe. We all agree with her on the diabolical behaviour of P&O Ferries. The hon. Member for Richmond Park (Sarah Olney) spoke about the need for regulation of rickshaws and the failure of this Government on step-free access and levelling up, after having reneged on manifesto promises on the HS2 eastern leg and Northern Powerhouse Rail.
The hon. Member for West Dorset (Chris Loder) spoke about the need to stop endless consultations on highway projects. My hon. Friend the Member for Putney (Fleur Anderson), who is a champion on the need to clear the logjam to end the Hammersmith bridge closure, spoke about the work of the all-party parliamentary group for cycling and walking and the need to integrate cycling with rail. The hon. Member for Southend West (Anna Firth) spoke about the need for more investment in electric buses and mending potholes. The hon. Member for Hertford and Stortford (Julie Marson) spoke about the need for green solutions such as the local HERT scheme. The hon. Member for High Peak (Robert Largan) —we perhaps saved the best till last—lamented the reduced timetables.
Many Members have spoken about the upcoming transport Bill and the need for infrastructure investment in places such as Stockport and Bradford, as championed by my hon. Friends.
In my closing remarks, I will focus on rail, for which the backdrop to today’s debate is sadly bleak. The 2010s can only be described as a disastrous decade for rail, with fares rising twice as fast as wages, cuts to rail services up and down our country, and a Government set to miss their commitment to decarbonising the railways not by a few months or a few years, but by more than 40 years. Despite the Tory rhetoric of investment and expansion, the Government’s actions on rail speak far louder than their words.
Put simply, compared with 12 years ago, passengers travelling by rail pay twice as much for a lot less. Wages across the UK have stalled, with weekly median earnings increasing by just 23% since 2010, and households budgets have been squeezed by the pressing cost of living crisis, so how does the Minister expect people to be able to keep up with such brutal hikes? The Government’s solution appears to be the Great British rail sale, which was touted as offering huge savings on many off-peak inter-city routes. Unfortunately, however, even that is a sham, as Labour has found suggestions that those discounts would apply to a mere 1% of all journeys taken. It is nothing more than a gimmick, as rail unions, rail staff and passengers have pointed out, so no wonder it has been relabelled as the “Great British rail fail”. The future of our railways should not be short-term sales and political stunts but a permanent, affordable, efficient and green network.
Given the steep cost of travelling on our railways, passengers might have expected to experience an equally steep improvement in services. Sadly, that has not been the case. The Government are looking to make things worse with their plan to impose a 10% cut on operators, which is already being felt by communities across our country, with more than 19,000 pre-pandemic services yet to return. Last week, the shadow Transport Secretary, my hon. Friend the Member for Sheffield, Heeley (Louise Haigh), was at a school in Bradford where the consequences are stark. Cuts to rail services will mean that hundreds of pupils will be forced to wait for hours after school or take an unreliable and lengthy rail replacement service on West Yorkshire’s already clogged-up roads. In Wakefield, too, there will be a staggering four-hour gap between 6 am and 10 am in some services, which will make it impossible for students and workers to travel.
In the midst of all that, the Transport Secretary is, frankly, missing in action. He jetted off to an overseas conference without notifying Mr Speaker rather than answer questions on the real disruption that families face. He and the Government should stop washing their hands of any responsibility in the middle of a climate crisis and a cost of living crisis. It is senseless to force people off public transport while simultaneously cutting them off from jobs and opportunities.
Mr Dhesi
I would love to take an intervention, but Madam Deputy Speaker has said that I have only nine minutes, and I want to get all this off my chest.
It is time for the Government to step up and stand up for local communities with a commitment to restoring services to pre-pandemic levels and a genuine plan of how to get there. Right now, they are brazenly breaking the promises that they made to communities. Just three months ago, they claimed that they would protect and improve services on existing lines, that they would not neglect shorter-distance journeys and that levelling up could not wait, yet passengers are suffering the consequences of those broken promises. Ministers may claim that cuts have been made because there has been no increase in passenger numbers, but that is simply not true. In Yorkshire alone, we are told that passenger numbers have surged back to more than 90% of pre-pandemic levels, so cuts on that scale will force passengers on to crowded and congested services.
The truth is that under the Conservatives, passengers are paying more for less. When the Minister comes to the Dispatch Box, will she tell us what plans the Government have to bring back those lost services and provide passengers with a future in which rail travel is better value for money? I hope she will ensure that their manifesto commitments are upheld.
Madam Deputy Speaker (Dame Eleanor Laing)
Before I call the Minister, I would like to make it clear that I have observed, in case no one else has, that neither the Minister who opened the debate nor the shadow Minister who opened the debate are present for the wind-up speeches. That is unacceptable and it is discourteous to the House. I would not like to think that any new Members would take that as acceptable behaviour, so I make the point clearly and positively that if someone has opened a debate or taken part in a debate, they must be here for the winding-up speeches. That is a simple matter of courtesy. It is not some archaic old-fashioned rule, or me being difficult on a Thursday afternoon, but a matter of courtesy, and it is quite appalling that neither of those hon. Gentlemen are here.
Oral Answers to Questions
Tanmanjeet Singh Dhesi Excerpts(2 years, 11 months ago)
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Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
On Tuesday, we will see the opening of the fantastic Elizabeth line, which will run from east London right through the incredible town of Slough and on to Reading. It shows just what can be achieved when a Labour Government decide to make an ambitious public transport investment, as they did back in 2005 by introducing the Crossrail Bill. That stands in stark contrast to this Government, who are cutting services, jobs, safety checks and infra- structure projects throughout our rail network. The only thing they have increased is fares, and by eye-watering amounts. Will the Minister explain how huge cuts and huge fare hikes will do anything to get people back on to trains and to tackle the climate and cost of living crises?
Andrew Stephenson
Without wanting to test your patience with repetition, Mr Speaker, I emphasise again that the integrated rail plan in the midlands and the north is, at £96 billion, five times as big as the Crossrail project. I gently remind the shadow Minister of who the Mayor of London was when Crossrail was given the go-ahead and who the Prime Minister was when it opened. We are very proud of Crossrail and investing in London, but we are also very proud of investing in the midlands and the north.
Great British Railways Headquarters: Derby’s Bid
Tanmanjeet Singh Dhesi Excerpts(3 years ago)
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Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
It is a pleasure to serve under your chairmanship once again, Mr Efford.
I congratulate the hon. Member for Mid Derbyshire (Mrs Latham) on securing this important debate and on the passion she shows for Derby and its proud industrial and railway heritage. In fact, I congratulate all Derbyshire Members on working cross-party for their area to win this prestigious prize.
We heard, eloquently, from my right hon. Friend the Member for Derby South (Margaret Beckett). I know that many other Derbyshire MPs could not be here because of the late sitting last night, but they too have shown their support. Derby is proud and privileged to have the support of the former Chair of the Transport Committee and former shadow Transport Secretary, my hon. Friend the Member for Nottingham South (Lilian Greenwood). Amazingly, it has also managed to get support from Northern Ireland, with the hon. Member for Strangford (Jim Shannon). The Minister, and everybody at the Department for Transport, will be left in no doubt that Derby has a very strong bid.
The hon. Member for Mid Derbyshire and my right hon. Friend the Member for Derby South have rightly placed Derby at the centre of the history of the railway, as a place where trains have been built since 1839. It is a centre of British engineering excellence to this day. I was privileged to visit Derby recently to see some of that engineering excellence, meet some of the workers and executives and see their impressive work, thanks to Rail Forum Midlands and its amazing chief executive officer Elaine. I even got to drive a train, which was a first for me. Subsequently I had the pleasure of having a meeting with Councillor Baggy Shanker and the Derby group of Labour councillors, where I heard about their strong support for the bid, with intricate details provided by the senior council officers. As we have heard, it is a bid that is supported by Alstom, which I also visited, the local enterprise partnership and the East Midlands chamber of commerce, among many others.
I am left in no doubt that Derby has made the strongest possible case and put together a very strong bid. However, as the shadow Rail Minister, I must stop short of making my own preferences known or endorsing one particular bid—even a bid as strong as Derby’s. I would get lynched by other Members who have also been on my case. It is a very crowded and impressive field. I think this is the sixth debate secured by a Member advocating their town or city. I understand that 42 places had submitted a bid by the time the deadline passed. There are so many places that speak to the rich heritage of the railway across the country, including Doncaster, York, Crewe, Darlington, Edinburgh, Swindon, and Wakefield, as well as many other wonderful places with a strong claim. However, despite its amazing connectivity, for some reason Slough, incredible as it is, did not quite make the cut. I noticed that Carnforth made the list; it will forever be associated with Trevor Howard and Celia Johnson and their “Brief Encounter”.
The quality of the bids tells us that there is a lot of love for rail, and a vibrant railway manufacturing sector in our country that is still going, despite every challenge and obstacle. There is an enthusiasm to design, manufacture, build, create and produce. Embedded deep in our history are Stephenson, Trevithick, James Watt and the legendary Isambard Kingdom Brunel, who built the famous Great Western Railway that runs through my Slough constituency. However, we need to look to the future, too. I believe that Great Britain can have a great industrial future as well as a proud past, but it requires vision, investment and political will.
The current Government’s industrial strategy is inadequate to the task and is still ideologically enamoured with free markets rather than long-term planning. If recent events—whether that is Brexit, the pandemic, energy prices, war in Europe or the climate crisis—prove anything, it is the need for Government to work in partnership with industry to provide investment where markets fail, as well as strategic direction, planning and leadership. On the climate emergency in particular, we need to harness our engineering genius to meet the fierce urgency of tackling global warming with carbon capture, renewable energy and green manufacturing.
The railway is central to this green new deal. We need high-speed links across the UK, including the east midlands to Leeds leg, which the Government have unfortunately scrapped—so much for levelling up—and electrification, which should be rolled out further and faster. We need hydrogen-power trains, such as those pioneered and built in Derby. As has been eloquently pointed by hon. Members today, with more railway freight, we will have fewer lorries on our roads. More passengers on trains across the timetable will reflect the new changed realities of the world of work.
I welcome recent announcements of cheaper fares for the next few weeks, which will hopefully remind people that trains can be a viable means of transport. However, I cannot shake the view that it is simply a gimmick. Would it not be better if rail fares were affordable all the time, as they are in many of our European neighbours? As the Labour Mayor of Greater Manchester, Andy Burnham, pointed out, a return train ticket from Manchester to London bought on a Monday morning is £369. That is more than a return flight, booked in advance, to India, Jamaica or Brazil. That is absolutely ludicrous. Could the Minister update us on the long-promised plans for reforms of ticketing and ticket prices, and whether Government plans will truly make rail travel a viable option for people on middle and low incomes?
That brings me to my central point. We are discussing the headquarters for the new Great British Railways, as established by the Williams-Shapps rail review, but that body is merely the guiding mind of a railway system still dominated by private sector companies running those franchises. The new passenger service contracts will replace the emergency agreements agreed during the pandemic, but those contracts are with private companies and their shareholders and investors. As long as the profit motive is central to running the railways, there will be pressure for higher fares and more profits derived from the pockets of the long-despairing travelling public. Could the Minister offer her assessment of how much cash those franchise deals will cost the public purse for the first five years of the plan?
The great missed opportunity from the shock to the system provoked by the pandemic was the nationalisation of the railway in its totality, which would end the franchises and put people before profits. By bringing our railways back into public ownership, we could have a democratically driven railway that was owned by the people and accountable to Government—a people’s railway for all the people. That model, which is commonplace across the world, would guarantee recovery of our UK railways.
We need to keep down fares, speed up investment, boost green manufacturing and secure our railways for another 200 years. I wish the great manufacturing centre of Derby all the very best and hope to have the pleasure of visiting again very soon. I once again congratulate the hon. Member for Mid Derbyshire and wish the other shortlisted towns and cities the best of luck, too. I hope we have a decision as soon as possible from the Department, before we have further such debates, which will no doubt be called by right hon. and hon. Members for their towns and cities. Most of all, I wish for a clean, green, safe, reliable and affordable railway that is accessible for all.
Future of Rail
Tanmanjeet Singh Dhesi Excerpts(3 years ago)
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Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
It is a pleasure to be taking part in this crucial debate, and I thank my hon. Friend the Member for York Central (Rachael Maskell) for securing it. As my predecessor in this role, she certainly has superb knowledge in this field. I also applaud her for being an amazing champion of her constituents, and for her dedication in supporting York in its bid to be the new headquarters for Great British Railways. Indeed, there was a lot of harmony in the room when the hon. Members for Harrogate and Knaresborough (Andrew Jones), for Thirsk and Malton (Kevin Hollinrake) and for York Outer (Julian Sturdy) all supported York’s bid because of the city’s global rail cluster and digital technology firms, which contribute immensely to UK rail innovation. I applaud them all for their dedication, and I am sure that York will be a very strong candidate. Indeed, as a nation we must ensure that we increase exports of such cutting-edge technologies to other parts of the world.
We cannot debate the future of rail without considering its past. Understanding first where rail has come from in the past decade is crucial in understanding where it is going in the next. As the phrase goes, “Those who cannot remember the past are condemned to repeat it”, which we definitely do not want for our railways. The 2010s can only be described as a disastrous decade for rail, with fares rising twice as fast as wages, as my hon. Friend the Member for Luton South (Rachel Hopkins) eloquently highlighted, cuts to rail services up and down our country, a network unlikely to be decarbonised and net zero by 2050, and a consistently vague communications approach for future development and investment in rail. Despite the Tory rhetoric of investment and expansion, the Government’s actions speak far louder than their words.
Passengers travelling by rail today compared to 12 years ago are paying twice as much for a lot less. Year on year, rail fares have ballooned, increasing by 49% since 2010, while wages across the UK have stalled, with weekly median earnings increasing by just 23% since 2010, all while incomes are being squeezed by a pressing cost of living crisis. How do this Government expect people to be able to keep up with these brutal hikes? Increasing passenger numbers while simultaneously pricing them out does not seem like the most robust strategy from the Government.
The Government solution appears to be the “Great British Rail Sale”, touted to offer huge savings on many off-peak intercity routes, but Labour findings suggest that these discounts will be applied to a mere 1% of all journeys taken, as my hon. Friend the Member for Ealing Central and Acton (Dr Huq) eloquently explained. Perhaps we are being far too generous, Sir Charles, as even the Tory press are running stories that only 0.66% of journeys will be discounted. This is nothing more than a gimmick, and rail staff, unions and passengers know that all too well. No wonder it has been called the “Great British Rail Fail”.
Short-term sales and political gimmicks should not be the future of our railways, but a permanent, affordable, efficient and green network should be. Given the steep cost of travelling on our railways, passengers would be expected to experience an equally steep improvement in services. Sadly, that has not been the case. This Government are imposing cuts of 10% on operators, threatening jobs across the network and reducing network capacity.
Furthermore, industry anxiety about omicron, used as a front to permanently reduced timetables, seems to have materialised, with 19,000 pre-pandemic services yet to return, as my hon. Friend the Member for Ellesmere Port and Neston (Justin Madders) eloquently explained when he talked about services to and from Chester. In areas of the south-west, there is a distinct lack of services, as the hon. Member for West Dorset (Chris Loder), who has considerable experience in the rail industry, highlighted. It is evident to me that while the Tories might talk up the bright future of rail, all I can see is managed decline. Will the Minister tell us what plans the Government have to bring back these lost services and provide passengers with a future in which rail travel is better value for money?
A key part of rail’s future, and of all of our futures, is the climate crisis, but Government failures on rail are a pattern, with an equally poor record on electrification, despite increased climate change awareness during the last decade. This is the view not just of the Labour party but of industry professionals and stakeholders with whom I have had several meetings. The Railway Industry Association’s 2021 report, entitled “Why Rail Electrification?”, puts forward the case for a rolling plan of electrification, which is necessary for network decarbonisation, adding that that is how the UK will reach its net zero targets.
Several hon. Members rose—
Mr Dhesi
I can see several Members want to get in and normally I would be well up for taking interventions, but Sir Charles has intimated the lack of time. I apologise to Members on both sides, but I have only a few minutes.
Despite Conservative boasts in the Chamber about the record on electrification, the facts show that there is absolutely nothing to be proud about. The Government have reneged on plans to electrify east-west rail, as my hon. Friend the Member for Bedford (Mohammad Yasin) highlighted. According to Network Rail, 13,000 single track kilometres of rail or 88% of the total network should be electrified by 2050. However, between 2010 and March 2020, just 1,786 kilometres of rail track were electrified, meaning that only an additional 5,358 kilometres would be electrified by 2050. At the current rate, the Government will not get even halfway to their net zero target on electrification.
Perhaps the Minister will clarify this point, rather than just harking back a couple of decades to the days of the last Labour Government. How will this Government reach net zero targets on our rail network? We all know that the last Labour Government invested billions to modernise the old inefficient rolling stock. That is what their priority was. The priority now should be to tackle the climate crisis and electrify.
Part of the issue with the Government’s approach to the future of our railway infrastructure is its lack of detail, specificity and long-term commitment to investment. The devil is in the detail. Much to the dismay of the rail industry, the “Rail Network Enhancements Pipeline”, the document providing the detail on infrastructure delivery, which the Government have told the House will be published annually, is a mere 900 days out of date.
The Minister of State, Department for Transport (Wendy Morton)
It’s coming!
Mr Dhesi
Oh, it’s coming—only 900 days late, severely hindering industry players’ investment in their skills and technology and making future infrastructure programmes even more expensive and slower to deliver. Given the unheeded warnings regarding the enhancement pipeline, including a plethora of my own written parliamentary questions on this subject, perhaps the Minister will enlighten us today as to when the updated document will finally appear.
Then, of course, there is the distinct lack of accessibility, as ably highlighted by my hon. Friend the Member for Stockport (Navendu Mishra). I appreciate that the Minister has only recently taken on the rail brief, but considering the Government’s decade of rail mismanagement, what prospects are there for a promising future in rail under this Government? No doubt, the Ministers today will extol the virtues of Great British Railways as their innovative solution to revolutionise the railways and herald a bright future, but despite consisting of 113 pages, last year’s Williams-Schapps plan for rail lacked the detail necessary for the industry to understand its day-to-day operations.
As the barrister and legal commentator Max Hardy recently tweeted:
“A car journey costs the same if it’s planned 6 minutes ahead or 6 months ahead”.
If trains are not competing on price, comfort or convenience, what is the point of them? We need devolution and integration of our public transport, as was ably highlighted by my hon. Friends the Members for Cynon Valley (Beth Winter) and for Blackley and Broughton (Graham Stringer)—and, indeed, my hon. Friend the Member for Bolton South East (Yasmin Qureshi), who explained why the fragmentation and privatisation of the rail industry has ensured that there is such a disastrous impact on our railways. I hope that the Government will look back into taking the railways back into public ownership, so that we put people before profit.
Sir Charles Walker (in the Chair)
Well done. Minister, you have 10 minutes and then Rachel Maskell has 90 seconds to wind up.
High Speed Rail (Crewe - Manchester) Bill (Carry-over)
Tanmanjeet Singh Dhesi ExcerptsMonday 25th April 2022
(3 years ago)
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Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
The Labour party understands the need to carry over this Bill to the next Session of Parliament, and the narrow technical reasons for doing so. I therefore will not detain the House for long on a Bill that has yet even to have its Second Reading. Labour welcomes the much-needed extension of High Speed 2, and has long supported HS2 being built in full, as that will help to address the severe capacity constraints on our rail network, and improve connections between cities in the midlands and the north. Labour looks forward to making its arguments during the passage of the Bill through Parliament about value for money for UK taxpayers, and we will fight to ensure that working people across our country see the benefits from this project in jobs and opportunities. We cannot accept a situation where just one UK-based firm was shortlisted for £2.5 billion-worth of contracts for track and tunnel systems for HS2. We also know that the decision to scrap the eastern leg was a betrayal of promises made to communities, and will leave the north in the slow lane for decades to come. Promises made must be kept, and Labour will stand up for our communities and demand that the Government deliver the northern rail investment that they promised.
Oral Answers to Questions
Tanmanjeet Singh Dhesi Excerpts(3 years, 1 month ago)
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Robert Courts
My hon. Friend raises a very good point. Under the previous Labour Government, 63 miles were electrified, whereas we, up to the end of the relative period, have electrified 1,221 miles.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
Happy St Patrick’s day to everyone, but especially the thriving Irish community in my Slough constituency. Industry data that I have seen shows that while passengers are battling to get on overcrowded trains, 21,000 fewer services are running today than there were pre-pandemic. With more people returning to rail, and to ensure that we do not have a car-led recovery, will the Minister now commit to restoring the services that have been cut? If not, why not?
Robert Courts
Following the Williams-Shapps review, we have announced the creation of Great British Railways, which will create a truly passenger-focused service for the UK. I have already mentioned the £96 billion that has gone into the integrated rail plan, as well as the restoring your railway programme. The Government are focusing on getting passengers on to rail wherever possible.
Smart Road Pricing
Tanmanjeet Singh Dhesi Excerpts(3 years, 1 month ago)
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Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
It is a pleasure to serve under your chairmanship, Sir Charles.
I congratulate the hon. Member for Carshalton and Wallington (Elliot Colburn) on securing this important debate. It comes at an extremely important time, following the COP26 conference and a renewal of global efforts to reduce our reliance on the use of fossil fuels. I also take this opportunity to thank the much respected Transport Committee for its work exploring the issue and its recommendations. Some hon. Members have concentrated their remarks on London—rightly so, as they are fighting on behalf of their constituents. However, the problem is a much wider national one, and the solution required must also be national.
The Labour party welcomed the Government commitment to ban the sale of new petrol and diesel vehicles by 2030, for which we had been calling for some time. As electric vehicles become more accessible to consumers and charging infrastructure improves, the prevalence of electric cars and vans on our roads will increase sharply, in particular as we approach 2030, thereby impacting on tax revenue. We need to look carefully at funding shortfalls because of the increase in electric vehicles, but we must ensure that grants and support schemes are available for those making the change.
Grants for electric vehicles were cut twice last year, falling by half. The upper price limit for eligible models also fell twice, first to £35,000 and then to £32,000. That is down from £50,000 in March. Similar grants for small vans also fell. As someone who made the transition to an electric car a couple of years ago, I personally attest to the benefit, both environmentally and financially. Serious concerns, however, remain on the lack of charging points, with only a fifth of what will be needed by 2025 currently installed. Manufacturers, planners and council officials have all been critical about the slow progress in providing charging points. Last year, a survey conducted by the Local Government Association of 84 local authorities found a lack of coherent strategic direction at the national level and no vision of clarity on the role that local authorities play in delivering charging points.
The Competition and Markets Authority has determined that a third of households will rely on public infrastructure—those without access to a drive or a garage, where installation of a charging point is more difficult. It has criticised the roll-out as too slow and said that it has resulted in a postcode lottery. The analysis shows that of the 5,700 charging points, only 1,000 are outside London. For example, the total number of charging points per head in Yorkshire and the Humber is a quarter of those in London.
I want to draw attention to several aspects of the report, which the Labour party welcomes. We welcome the recommendations, mentioned by the hon. Member for Central Suffolk and North Ipswich (Dr Poulter), who is no longer in his place, to consider the impact on vulnerable groups and those in rural areas who are more reliant on their own personal vehicles. We also welcome the report’s inclusion of the need to encourage people to use active travel or public transport options.
There are some aspects of smart road pricing that I ask the Minister to address in her remarks. Smart road pricing would rely on the installation of a telematics device in vehicles. As the hon. Member for Orpington (Gareth Bacon) mentioned, people may not actually wish for one to be installed as they are fearful of a Big Brother society. How will the Government address this balance of privacy and data collection? In implementing a new scheme, it is important that motorists are part of a conversation and do not feel that a new scheme costs them more. The Government must ensure that any proposals do not add to the already desperate cost of living crisis faced by people across our country. Will the Minister commit to ensuring that any proposals brought forward are part of a wider conversation?
Finally, another consideration is that some schemes around the world have higher rates for driving during peak times or when using arterial routes. No conversation on the future of clean transport and road pricing can be had without considering public transport, as hon. Members have rightly mentioned. Just a year ago, the Prime Minister and the Transport Secretary launched the “Bus Back Better” strategy. They pledged a great bus service for everyone, everywhere. They promised it would be one of the great acts of levelling up. That was the ambition. The £3 billion of transformation funding was supposed to
“level up buses across England towards London standards”
with
“main road services in cities and towns to run so often that you don’t need a timetable”.
There would be
“better services in the evenings and weekends”
and
“simple, cheap flat fares that you can pay with a contactless card, with daily and weekly price capping across operators, rail and tram too.”
In reality, across the length and breadth of our country and particularly in the north-west, many are counting the cost of broken promises. A letter sent to local transport authority directors by the Department for Transport on 11 January made clear that the budget for the transformation of buses—a pot from which local regions can bid for funds—has now shrunk from £3 billion to just £1.2 billion for the next three years. Towns and cities across the country have put forward an ambitious blueprint to use buses and rail to connect people to jobs, families and opportunity, and to tackle the climate crisis in the process. They have plans, despite the challenges, to completely overhaul and reregulate the bus network as part of the bus service improvement plan.
Labour leaders in power in towns and cities nationwide have real ambition to reverse the decline we have seen under the Tories. They want to build a London-style system and make buses quicker, cheaper, greener and more reliable, but they need a Government that matches their ambition. Now it is becoming clear that, far from matching the ambition of our communities, the Government have pulled the rug from under them. Will the Minister own up and admit what the Transport Secretary will not—that many areas will now not see a single penny of this transformation funding?
Will she detail exactly how much local transport authorities are set to see in transformation funding and will she come clean that there will be areas that will miss out altogether? Will she also commit to building a public transport system that helps our transition to a cleaner, greener economy?
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
It is a pleasure to serve under your chairmanship, Sir Charles. Despite having the title “Smart Road Pricing”, the debate has been wide-ranging. I pay tribute to my hon. Friend the Member for Carshalton and Wallington (Elliot Colburn). I know that he has now mentioned his constituency in Parliament well over 100 times; he is an excellent champion for the area, which was clear in the way that he described the challenges it has faced.
I turn to some of the measures that were raised, almost in reverse order. The shadow Minister, the hon. Member for Slough (Mr Dhesi), veered on to the subject of electric vehicle charging. That is not strictly the subject of the debate, but with your permission, Sir Charles, I will briefly explain that we have 27,000 public chargers in the UK, of which 5,200 are rapid chargers. Project Rapid would see a minimum of six rapid chargers of 150 kW or more at all 170 motorway service areas in England.
We know that we need 10 times the charging infrastructure that we have at the moment. I am pleased that the hon. Gentleman welcomed the Government’s decision to phase out the sale of new petrol and diesel cars. I would like to clarify that that is not a ban on the sale of petrol and diesel cars; it is a phasing out of their sale from 2030. I accept that the sale of second-hand petrol and diesel cars will continue for many years.
On the subject of road pricing and how we rely on our roads, my hon. Friend the Member for Orpington (Gareth Bacon) expressed the challenges faced by people who cannot afford to upgrade their car but who desperately need to use it, whether because of their job, their shifts, the route they need to take or where they live in the country. I represent a rural area in the Lake district and my four daughters would not be able to do the jobs they do if they depended on public transport alone, so I have incredible sympathy for people’s need to continue to use cars, whether privately, via car clubs or through other ways that enable people to travel when they need to.
We rely on the roads for journeys not just in cars but on buses. The shadow Minister said that our spending has reduced from £3 billion to £1.2 billion. If he had listened to the debate that I responded to earlier, he would have heard me set out quite clearly how that £3 billion is being used. That was another debate, so I will let him look at that this evening.
Trudy Harrison
I will not, because time does not allow.
There is significant public interest in road pricing and its potential to either enhance or interfere with the way we live our lives. Any proposal must not just be smart about how people really live; it will be about technology too, but the priority is how people get to the places they need to get to.
London already has several road-user charging schemes in operation, introduced by Mayors past and present. These schemes deliver against policy objectives to reduce congestion and tackle air pollution in the capital. Before speaking to the current Mayor’s plans to extend those charges, I will say something about road pricing in local areas more generally.
I thank the Scottish National party spokesperson, the hon. Member for Paisley and Renfrewshire North (Gavin Newlands), for the work that he has done on the Transport Committee, which I look forward to speaking to next week. Once again, the Committee has provided a comprehensive report. We certainly appreciated the work that the Committee did on smart motorways, and we really value the time, effort and dedication of its members.
Road pricing is a broad term. It can be applied to any charge levied directly for the use of roads, as opposed to more indirect duties based on vehicle ownership or fuel. Examples of road pricing include tolls for using a specific road, bridge or tunnel; charges designed to reduce congestion or to discourage the use of the most polluting vehicles in a defined area; and methods of charging vehicles according to how far they are driven, at what time and on which road. That includes the smart road pricing we are discussing. To come back to the comments made by my hon. Friend the Member for Orpington, road pricing must be done in a way that is fair and does not discriminate against people because they have to travel further due to where they live or the job they do, or because of their ability to upgrade to a cleaner vehicle.
In England, the Department for Transport has policy responsibility for tolls and charging zones, although in most cases such charges are applied and managed by others, such as local highways authorities or private companies. Transport in London is of course devolved to the Mayor of London and Transport for London. That includes decisions on road user charging in the capital. General motoring taxation across the United Kingdom is the responsibility of Her Majesty’s Treasury. As with other taxes, any changes are considered and announced by my right hon. Friend the Chancellor. Consequently, I will discuss the position on road pricing only at local level in England, including in London, rather than any potential to apply road pricing nationally.
Road pricing in the UK has taken the form of tolls, congestion charging and low-emission zones. All the tolling operations continue to use toll booths and barriers, which force vehicles to slow or stop to pay with money or an electronic tag in the windscreen. In contrast, charging zones introduced over the last 20 years have relied on cameras and automatic numberplate recognition to record when vehicles enter the zone. Motorists are required to pay online, through an app, by phone or in person at a participating outlet.
A local smart road pricing scheme would involve going a step further, making use of the latest technology to set, administer and enforce a more targeted charging structure. That does not necessarily mean the use of black boxes. As the mother of four daughters who taught them all to drive, I understand some of the challenges of black boxes, or telematics more generally. However, one option—it is not the only option—would be to use in-vehicle technology to record aspects of a vehicle’s use. For example, the time, distance or place of the journeys made could be recorded and used to calculate the cost of each specific journey. However, that would not be straightforward to implement locally, and not only from the technical and administrative perspective, which alone would be significant.
It would also be important to ensure proper balance between simplicity of use and understanding by motorists, and effective detailed design to unlock the greatest potential traffic management benefits. Any design would need to reflect people’s interests in ensuring fairness, freedom and privacy, and account for issues around the cost of living, supporting small businesses, and helping people.
Last Friday, the Mayor of London confirmed that he has asked TfL to consult on expanding the existing ultra low emission zone London-wide, aiming to move London towards a greener future and net zero carbon emissions by 2030. TfL and the Mayor will need to progress that through public consultation, and I heard what my hon. Friend the Member for Carshalton and Wallington said about his disappointment in those consultations seemingly not taking notice of his constituents. I very much hope that they will be listened to.
Back in January, the Mayor of London also said that he is looking at a new kind of road-user charging scheme to implement in London by the end of the decade at the latest. The scheme would look to charge drivers per mile, with different rates depending on how polluting vehicles are, the level of congestion in the area, and access to public transport. The Mayor has said that such a scheme could replace all existing road-user charges, such as the congestion charge and the ULEZ. The technology required for such a scheme means that the earliest date that it could be implemented would be 2025 to 2026. As I have said, transport in London is devolved to the Mayor of London and TfL. That includes decisions on road-user charging.
I conclude by thanking hon. Friends present, and in particular my hon. Friend the Member for Carshalton and Wallington for bringing forward the debate. This is a complex matter, and we do not have answers to the questions at the moment, but I appreciate the willingness of Members present to think about the future of taxation and how the transition from a fossil fuel transport system to a decarbonised economy will work in practice. We are all interested in understanding what new technology can offer to improve traffic management and reduce the impact of road use on the places in which people live and the environment that they love; however, technological capability is certainly not the whole picture, and any proposal for road pricing needs to help people to live their lives and run their businesses well.
Leamside Line
Tanmanjeet Singh Dhesi Excerpts(3 years, 2 months ago)
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Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
It is a pleasure to serve again under your chairmanship, Mr Hollobone. I know that for many hon. Members who have spoken today, the reopening of the Leamside line has been a long and hard-fought campaign, so I thank my hon. Friend the Member for Washington and Sunderland West (Mrs Hodgson) for bringing this issue forward for debate, which, as she mentioned, is very timely. I also congratulate her on her powerful and eloquent speech.
Last week Transport North East, alongside many hon. Members, hosted a stakeholder event to continue the push for the line’s reopening, continuing to make the case for that integral 21-mile line to run from Gateshead, through South Tyneside, Sunderland and County Durham, which has remained closed since 1992. Looking around today and hearing the strength of cross-party support for the line is heartening. I commend the tireless campaigning of Members from across the political spectrum. I know that many hon. Members could not attend today’s debate owing to events in the main Chamber, but the petitions, debates, parliamentary questions, local campaigning and cross-party working are exactly what our Parliament should be—working together to deliver transformational projects for our constituents.
Indeed, this project has seen widespread support not only across the areas that would have a Leamside line station, but across the north-east. Local authorities, businesses, Jamie Driscoll, Mayor of the North of Tyne, the local enterprise partnership and the North East England chamber of commerce all seem to appreciate the benefits of increasing capacity on the east coast main line by reopening Leamside.
There is increasing public support. All this is hardly surprising when we consider, as other Members have highlighted today, that every local journey taken contributes £8.50 to the north-east economy. Yet, as we have heard from multiple colleagues today, rail connectivity is about so much more than that. It is about connecting a talented student to their chosen college; reducing the emissions of a visit to friends and family; widening job opportunities for local people; and making local travel more affordable, accessible and appealing. It would help to improve Union connectivity between England and Scotland and reduce congestion and pollution on the roads.
Already the foundations have been laid. There are businesses and manufacturing parks on the line’s route already, such as Nissan’s factory, as my hon. Friend the Member for Washington and Sunderland West highlighted, and new housing and regeneration projects. The project has been heavily included in the North East transport plan adopted last year and would deliver a station for Washington, which, as my hon. Friend knows all too well, is the fourth-largest town in England without a station. That needs to be corrected at the earliest opportunity and is desperately needed. If we want to grow the economies of the north-east, we must build the necessary infrastructure capacity to sustain that.
Prior to the pandemic, Network Rail noted that demand on the east coast main line would also increase significantly by 2040. As north-east authorities have continued to protect the Leamside alignment from development and it is under the ownership of Network Rail, everything is set, yet time on this project lamentably rolls on, as was highlighted by my right hon. Friend the Member for North Durham (Mr Jones). Given the huge support from all quarters, why are the Government dragging their feet ? We need honesty from the Government. Given the strength of support and planning, I join hon. Members here today in their disappointment in the lack of progress.
Despite the best efforts of hon. Members and local leaders, and given the tenacious and dogged campaigning emanating from the region, I know that many expected to see the Leamside line feature in the recent integrated rail plan, yet it never came. The Minister is well versed—as are her predecessors—on my views on this shambolic document, known by many of us as the “disintegrated rail plan”. It fails the people in the north-east in particular, with the double blow of scrapping the High Speed 2 eastern leg and Northern Powerhouse Rail. As highlighted by Transport North East, it is based on short-term cost savings rather than its long-term benefits. Rather than levelling up, it is an insult to local leaders and residents, when their preferences were made abundantly clear.
For both HS2 phase 2b and an NPR network to be delivered in full, we need investment in the east coast main line corridor between Northallerton and Newcastle, including reopening the Leamside line to free up capacity, divert freight and build resilience. Even the final plans for NPR presented to the Government included the restoration of the line to achieve full and complete connectivity across the north. However, yet again their expert advice and local voices were ignored. The completion of those schemes in full would have sparked a rail revolution, but once again it is northern communities paying the price for broken Tory promises on rail. I hope that today the Minister has better news for the good people of the north-east.
More frustratingly, I know that the Government themselves recognise the benefits of the line and the need for the project to move forward. In fact, in the unsuccessful restoring your railway bid, the Transport Minister noted that it shows,
“good potential in terms of transport and socio-economic benefits”.
However, the Government have now indicated that,
“the case for re-opening the Leamside route would be best developed as part of any future city region settlement.”
Sadly, that once again kicks the can further down the road, and also seems to be somehow dependent on the North of Tyne and North East combined authorities forming one mayoral combined authority. I hope that the Minister can provide some clarity on that point.
There are already plans for Transport North East to produce studies to further prove the benefits, with the Chair of the North East Joint Transport Committee and leader of Gateshead Council Martin Gannon outlining that Leamside is one of our top priorities, with the potential to be game-changing. That would be true levelling up: investing in local transport, supported cross-party and purely driven by the benefit that the region would inevitably see.
For too long the north-east has been chronically overlooked, as was highlighted by my hon. Friend the Member for City of Durham (Mary Kelly Foy) when she pointed out that the north-east has so many left-behind communities suffering from a lack of investment, including transport spending. Investing in local transport is incredibly important. I hope that the Minister realises that here, today, she can offer more than just warm words in support of the project; we can take actual steps to ensure that it can very soon be achieved, alongside the local authorities.
I also want to highlight some of the excellent speeches from across the Chamber. The hon. Member for Darlington (Peter Gibson) spoke about the importance of regional connectivity linking people with jobs in different towns and cities. The hon. Member for Sedgefield (Paul Howell) talked of levelling up, given the prevalence of areas of social deprivation. The hon. Member for North West Durham (Mr Holden) talked about the need to improve broader connections and connectivity across his county. My hon. Friend the Member for Jarrow (Kate Osborne) made an excellent speech about how the Government have failed to deliver rail infrastructure investment in the north-east.
There have been lots of empty and false promises, but now is indeed the time to show ambition. The Labour party will stand up for our communities and demand that the Government deliver the northern rail investment that has been so often promised. Continuing to short-change the north for short-term savings is not going to cut it any more. I hope that the Minister will address the concerns that have been voiced today by Members from across the Chamber, so that we can move forward with what is clearly a well-supported and much-needed rail line.
Draft Train Driving Licences and Certificates (Amendment) Regulations 2022
Tanmanjeet Singh Dhesi Excerpts(3 years, 3 months ago)
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Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
It is a pleasure to serve under your chairmanship once again, Mr Stringer.
The last time I responded on behalf of the Opposition in a statutory instrument debate on the important matter of Brexit implications for our rail network I urged the Government to be ambitious in their view of our track connection to Europe. I urged them to support Eurostar services when covid-19 threatened their existence and to provide clarity on the important intricacies of rail services that run between here and mainland Europe. Sadly, neither was provided by the Government, so I am pleased to note that the regulations before us provide greater clarity on future train driving licences as the transition period relating to them comes to an end.
I think that we can all agree that as we legislate to implement the various consequences of leaving the European Union, safety regulations should be of the utmost importance. That is vital to ensuring the safety of passengers, protecting the highly skilled work of drivers and continuing the smooth running of our cross-border link. By doing so, we will guarantee that, as our network mergers with those of our European neighbours, proper regulation and legal requirements are met.
I hope that the new agreements reached will provide some clarity about the future framework of train driving licences for operators and drivers alike. The regulations will ensure that European train driving licences will not cease to be valid in the channel tunnel border area from 31 January 2022 and that British-held licences will be recognised up to Frethun freight and the passenger tunnels in Calais.
As the Minister said, the initial regulations provided a two-year recognition period, which will last until 31 January 2022, so the urgency of the matter is absolutely clear. However, I have some concerns that I would like the Minister to address. The SI stipulates that the ORR will continue not only to recognise the European train driving licences within the channel tunnel zone, but will ensure the issuing of British train driving licences. Can the Minister say whether that arrangement will continue when Great British Railways comes into operation? Will the body that will manage that entity have sufficient capacity to ensure that those processes continue? Although the Shapps-Williams plan for rail notes that the
“ORR’s existing role as safety regulator will continue”
some responsibilities will be taken on by Great British Railways. Considering that that new organisation will be operable by 2023, I know that operators and drivers would appreciate some clarity on the matter. Sadly, the proposed £2 billion cut to rail services does not fill me with confidence about that.
Much of the SI seems to rely on communication and information-sharing with our French counterparts, to ensure that safety and other related standards are met on our network. I hope that the Minister can assure me that measures are in place to ensure full co-operation on both sides. Can the Minister confirm that France is on track to sign the agreement? If not, what would be the impact? What steps would the Government take to mitigate the consequences? I know that the Government have a reputation for last-minute, often botched, agreements, but we must ensure that delays arising from unnecessary administrative burdens are avoided. We must heed what we have seen in the HGV sector.
Chris Loder (West Dorset) (Con)
Does the hon. Gentleman accept that it is this Government who have consistently sought to maintain the connection from the UK to the rest of Europe? Almost 12 years ago, the Government sought to connect London with Frankfurt by direct train. It was not the Government who sought to frustrate that with issues related to the channel tunnel, but the French Administration. Would the hon. Gentleman care to consider that fact?
Mr Dhesi
The Labour party has continually argued that the Government need to support Eurostar to ensure connections with mainland Europe, but they have ignored us time and again. The lack of services has been a bugbear for many right hon. and hon. Members with Kent constituencies, with trains no longer stopping at Ashford and Ebbsfleet. A great deal needs to be done and that is why many individuals are disappointed with the Government’s performance.
To ensure the smooth running of cross-border services should be an important priority for our rail network. Indeed, the Minister’s predecessor, the hon. Member for Daventry (Chris Heaton-Harris), shared that belief and noted just last year that the continuation of those services was needed to provide significant economic and social benefits. I hope that we bear that in mind in the future and seek to maximise the benefits for passengers, operators and freight services.
Taxis and Private Hire Vehicles (Disabled Persons) Bill
Tanmanjeet Singh Dhesi ExcerptsFriday 14th January 2022
(3 years, 3 months ago)
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Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
I thank the right hon. and learned Member for Kenilworth and Southam (Jeremy Wright) for introducing this important Bill, which will help to address the barriers that disabled people face in accessing taxi and private hire vehicle services. Indeed, it is a laudable aim that we on the Opposition Benches fully support.
Affordability and accessibility are key for people with disabilities, and the situation today is simply nowhere near good enough. According to research carried out by the Disabled Persons Transport Advisory Committee, the household of 60% of disabled people had no car, compared with 27% in the overall population. Fifty per cent. of respondents said that inaccessible transport had restricted their choice of jobs, with the proportion rising to 62% for wheelchair users and 86% of people with a visual impairment. That is the challenge that we as a society face, but the backdrop is more troubling still.
Over the past decade, public transport has become harder and costlier to access. The failed and fragmented privatised model means that by 2024 average fares on buses are set to climb to 60% higher than they were in 2010. Shockingly, the number of bus routes is projected to fall by more than 5,000. Elderly and disabled passenger numbers are set to drop by nearly 26%. Sadly, the trend is not limited to buses: fewer than one in five railway stations are fully accessible, with the Government having cut the funding to increase disabled accessibility by 42% between 2015 and 2019.
There is a crisis of accessibly and it paints a deeply disturbing picture. Disabled passengers already face a multitude of barriers to travel and the declining provision of public transport has done enormous damage. That is why I commend the work of my hon. Friend the Member for Warrington North (Charlotte Nichols) in making the case for a passenger charter for disabled public transport passengers, to set out their rights and the obligations of operators.
We should be determined to make our transport as accessible as possible and reasonable adjustments need to be made as soon as possible. That is the context in which we debate the Bill, which is focused specifically on taxi and private hire services. It will address the inconsistencies in provision under the Equality Act 2010 and expand the protections currently afforded to wheelchair and assistance dog users to all disabled people, regardless of the vehicle in which they travel. We welcome those provisions.
As the right hon. and learned Member for Kenilworth and Southam outlined eloquently, the Bill will also create a new duty on drivers to assist disabled passengers to identify and find the vehicle they have booked, and they must not make any additional charge for doing so. The new offence to help to prevent discrimination in respect of a driver choosing to accept a passenger will be a welcome step.
The Bill is part of an important broader picture of reform in the private hire vehicle sector, which includes the drivers who were denied rights for too long. Private hire drivers and all those employed in the gig economy deserve the same rights as other workers. Like many Members, I have been contacted by multiple hard-working private hire drivers in my Slough constituency who have somehow struggled through the past two years, having been disproportionately impacted during the pandemic. It is now more important than ever that such workers earn a decent wage, are able to take holidays and earn sick pay.
We welcome the agreement between Uber and the GMB union that is making a tangible difference to the lives and living standards of Uber drivers, but there is much more work to be done. The Labour party would reform taxi and private hire services, including a review of licensing authority jurisdictions, setting national minimum standards of safety and accessibility, updating regulations to keep pace with technological change, and closing loopholes to ensure a level playing field.
Labour welcomes the ambitions of the Bill and looks forward to working constructively with the right hon. and learned Member for Kenilworth and Southam if it makes its way through the House today. However, every Member will know that much work still needs to be done to make public transport accessible for people with disabilities. We must do everything we can to make that a reality.