Chris Hinchliff MP: speeches

Speeches

• 25 Jun 2026 · Business of the House · Hansard source

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  Earlier this month, the Government announced that they are putting yet more money into the lower Thames crossing, meaning that we will now spend more than £3 billion on a road that costs more per mile than High Speed 2, and we will privatise away Dartford toll revenues for the privilege. Meanwhile, despite welcome steps by the Government for market towns and villages such as those in my constituency, buses remain more of a hypothetical concept than a regular and reliable form of daily travel. May I gently request a debate on ensuring that transport spending matches the genuine priorities of our constituents?

• 10 Jun 2026 · Railways Bill · Hansard source

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  This is a very significant piece of legislation. I have tabled a number of amendments that I believe would strengthen it even further, but in the time available I will focus on the issue that is without doubt the top priority for my constituents when it comes to rail reform: cutting fares, through amendment 32. Thirty years of the railways being run for shareholder profit has left British commuters with some of the highest fares in Europe and taxpayers shelling out more in subsidies than it cost to run a public service for the pleasure. It really was the worst of all worlds. When something basic that people need to live their daily lives, such as getting to work or school, visiting family or seeing a doctor, is treated as a commercial enterprise, what should be a service that facilitates our lives degenerates into a way of squeezing as much profit out of people as possible. When people are more or less turned into human cash machines just to get around, it is no wonder that extortionate fares put so many people off using the railways altogether, and I am sure that we have all seen the mind-numbingly bonkers stories of instances where it has been cheaper to fly to Europe than to get a train from London to one of our great northern cities. This is what happens when essential public transport is handed over to private capital in a sector where real competition cannot function. For too long, our ability to get around reliably and affordably has come second to extracting profit for shareholders, and we see similarly infuriating failures with our water and energy, too. Taking back control of our railways means that we can rewrite the rules so that they work for ordinary people at long last. I pay credit to the Labour Government for getting us here, but it is now vital that we grasp the opportunities presented by public ownership and use that control to make rail travel more efficient and accessible for all and, crucially—I turn here to my amendment 32—more affordable. Ultimately, we must always keep in mind that it will not wash to just tell the public that nationalisation has made our railways better; they need to feel it in their pocket. The good will for a different way of doing things is undeniable. The public overwhelmingly support the principle of public ownership, but that support will vanish if fares continue to rise. My amendment proposes a Great British Railways railcard, our own version of the schemes in Germany, Switzerland and Belgium. Instead of a morass of wildly varying fares, discounts based specifically on age or other characteristics, and schemes that almost seem deliberately designed by some fiendish mind determined to catch passengers out with validity only on certain routes and at specific times, amendment 32 would give every resident in the UK the right to a railcard offering substantially reduced fares on all rail travel, whatever their age, whatever the route and whatever the time of day. The best signal we could send to the public as we take over the railways is to use some of the savings from reduced waste and management costs and ending profit flowing out of the system to bring down fares. Seven in 10 Brits—a full 70%—say that the Government should wholly reinvest the savings from ending rail privatisation into cutting fares or opening new rail services. For decades now, the cost of existence in this country has been killing off hope and the chance to embrace so much of what makes life worth living, with death by a thousand costs. Energy bills are too high, rents are out of control and council tax goes up and up. We have to pull every lever available to us across every part of Government to lift the weight of the cost of living crisis, so that everyone can afford the basics of daily life without facing the constant stress and struggle of scraping by. For a key worker who schlepps into work each day on a train, or for a disabled person or pensioner heading for multiple medical appointments a month, knocking 25% or even 50% off their travel costs would make a profound difference to ensuring that the sums added up at the end of the month. Cheaper fares would benefit millions of people, from those at the sharpest end struggling to put food on the table to the squeezed middle who feel like the helping hand of Government is always reserved for someone else. Rail fares are a crucial way of showing that a Labour Government are on the side of all those people—a benefit to all and a loss to none. I believe that my amendment 32 is a chance to show tangibly, in a way that reaches across generations, geography and traditional political loyalties, that Labour values mean more money in your pocket.

• 21 May 2026 · Costs for Motorists · Hansard source

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  The freeze in fuel duty will be a relief to drivers in North East Hertfordshire, but part of the reason there is such a problem is that the Conservative party’s last stint in government left public transport virtually non-existent in rural communities such as mine. We discussed earlier this week the enormous cost of HS2—more than £100 billion. If we were investing at that scale in bus services, we could provide a vastly improved network across the whole country for decades to come. Will the Government learn the lessons of the current crisis and redirect our public transport spending towards the journeys we need to make in our day-to-day lives?

• 17 Mar 2026 · Rural Roads · Hansard source

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  I guessed that others would raise the issue of potholes and poor safety today, so I want to make another point about the state of our rural roads. To put it bluntly, they are filthy. Driving through the countryside should be a reminder of much that is best and beautiful about our nation. Instead, in many places, it has been allowed to become an ever-present reminder of the sorry state of our country. With plastic bags, wrappers, cans, bottles, traffic cones, sandbags, tyres, equipment left over after works are completed and gales carrying all sorts of other detritus, some of our rural roadside verges are starting to look like a vast, strung-out landfill. Frankly, if we cannot even manage to keep our roadsides clean, we are hardly a proper country at all. We cannot expect to instil civic pride in the next generation if this is how we leave the roads running through rural areas. We must invest in cleaning this up.

• 24 Feb 2026 · Local Transport: Planning Developments · Hansard source

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  It is a pleasure to serve under you in the Chair, Sir Desmond. I am afraid I have been lured into making some side comments before getting into the meat of my speech. This is in relation to the point about aggregate supply and meeting the housing needs of young people. It is really important that we bring some facts to that debate, and the reality is that from 2013 to 2023 the housing stock in this country expanded more rapidly than our population did. It is not an issue of aggregate supply, and focusing on that will never meet the needs of younger people in this country. The relationship between new housing and local transport, cuts to the core of why we need to end the developer-led, profit-motivated approach to planning in this nation. Despite warm words in national guidelines, right across the country the relentless reality of most new estates is more traffic, more toxic air pollution and more space given to car parking than to children for play. The reality is inadequate public transport, distant services, non-existent local employment opportunities and more noise, congestion and pollution blighting our lives. Few things shape the basic, day-to-day experience of life in the UK in 2026 more than the disconnect between transport policy on paper and actual development around our towns and villages. When we came to power, Labour promised change, but this experience will not begin to improve until we address one of the most harmful phrases in national planning policy: the presumption in favour of sustainable development. Few policies are more baleful or more egregiously misnamed. It may be called sustainable development, but in fact it does exactly the reverse of what it says on the tin. This legacy policy puts power overwhelmingly in the hands of developers, overruling the aspirations of local councils and trampling on the concerns of communities. It is responsible for the proliferation of bolt-on estates on the edge of towns and villages, with no realistic prospect that most people living there will be able to access the services and facilities that we all need in our daily lives, other than by driving—locking in car dependency from the get-go. The presumption in favour of sustainable development allows the construction of developments designed to exist as commuter dormitories, rather than creating real communities with work, leisure and culture all within walking distance. It is the precise opposite of the idealism of the garden city principles originally put into action in Letchworth. By clearing the way for speculative, unsustainable developments, the presumption currently ensures that much of what is built in this country is defined by what is easy and profitable for developers, rather than what is good for people and planet. Above all, car-dependent developments like these squeeze the space for genuine society. Community connections will always struggle to thrive if the public realm is dominated by parked cars and traffic. We need to put local authorities back in the driving seat, with the powers to design and deliver developments that genuinely deliver affordable homes in well planned and cohesive communities, with all the opportunities necessary for happy and fulfilling lives. Above all, to ensure that development comes with healthy and positive local transport connections, we must—the Environmental Audit Committee, on which I serve, called for this—amend the definition of “presumption in favour of sustainable development” in the national planning policy framework in order to strengthen the safeguards against environmentally unsustainable, unplanned and speculative development.

• 8 Jan 2026 · Road Safety Strategy · Hansard source

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  As I have previously discussed with the Minister, the A505 is one of the deadliest roads in the country, and the stretch between Baldock and Royston in particular has seen tragedy after tragedy in my constituency. Will the Minister set out how the road safety strategy will empower local highways authorities to take the necessary actions to finally make the A505 safer?

• 8 Jan 2026 · Rail Fares · Hansard source

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  1. What steps she is taking to help reduce rail fares.

• 8 Jan 2026 · Rail Fares · Hansard source

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  The fact that this Labour Government have frozen rail fares for the first time in 30 years is hugely welcome, but for many of my constituents, recent years have felt like death by a thousand costs, and they desperately need to see rail fares come down even further. Would the Secretary of State meet me to discuss the amendment that I have tabled to the Railways Bill, which sets out an option for going even further and securing permanent reductions in rail fares for every traveller?

• 11 Nov 2025 · Rural Railway Stations: Step Free Access · Hansard source

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  What the hon. Lady is describing sounds very familiar to the market town of Baldock in my constituency of North East Hertfordshire. Baldock is due to double in size, but does not have any step-free access. Would she join me in urging the Minister to ensure that rapidly growing rural communities receive a fair share of infrastructure funding?

• 10 Sept 2025 · Bus Services (No. 2) Bill [Lords] · Hansard source

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  I speak in support of the Bill and in favour of new clause 22 in my name. We can now say in complete confidence that the privatisation and deregulation of our bus services has been a catastrophic failure for rural towns and villages such as those across North East Hertfordshire. Decades of dogmatic adherence to flawed ideology has created vast public transport deserts where residents have no meaningful alternative to driving a car. The consequent social costs of this failure have been profound: more and more traffic that stifles our communities and chokes our rivers and air with life-limiting pollution; young people cut off from education and employment, forced to leave their homes to get on in life; and our elderly trapped in loneliness and isolation, which should be a source of shame for our entire nation. The privatisation disaster means for those unable to drive or afford a car, a connected life in rural England is practically impossible. I welcome many of the clauses in the Bill that together offer a chance to reverse the hollowing out of our villages which threatens to end centuries of cultural and economic vibrancy. We need a bus network that comprehensively meets the needs of every community, especially for rural areas that lost their train stations in the Beeching cuts, including Buntingford, Westmill, Braughing, and Standon in my constituency. That is why I have tabled new clause 22, which would empower Ministers to conduct a review into the delivery of guaranteed minimum bus service standards for every community with more than 300 residents across England. During the progress of the Bill, I ran a survey on the experience of my constituents of their local bus services. Hundreds of residents responded and a massive, if unsurprising, 83% of them felt that the bus services available do not offer a viable alternative to owning and driving a car. As I am sure you can imagine, Madam Deputy Speaker, whether via the survey or in community meetings, my constituents have been none too shy in sharing their thoughts about the quality, reliability and general usefulness of local bus services. Consequently, it is completely clear to me that voters in North East Hertfordshire are utterly fed up with a bus network based on profitability for shareholders rather than public need. The measures in the Bill to address that with a long-overdue strengthening of socially necessary bus services are very welcome. However, to succeed in meeting the hopes of communities such as those that I represent, we should go further and move towards a universal basic right to public transport with enshrined service standards across the country, replacing the threadbare, patchwork and inadequate network left by deregulation. Although it may be difficult to imagine, given the current state of public transport in our nation, that is, in fact, something that other countries are quite happily doing already. In Switzerland, the region of Zurich guarantees villages of 300 people or more at least an hourly bus service running seven days a week from 6 am to midnight, linking rural residents to regional facilities for employment, education, training, shopping and leisure, while North Hesse in Germany has a target of bus services reaching every village across the region every hour.