Graham Leadbitter MP: speeches

Speeches

• 21 May 2026 · Costs for Motorists · Hansard source

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  Scotland is an energy superpower, so it is particularly galling for constituents and businesses in my constituency, which is a two and a half hour drive end to end, and where road vehicles are an absolute necessity to conduct daily life, to face the prices they currently face. Will the Government commit to using the hundreds of millions of pounds of extra tax revenue from VAT for a VAT freeze for the duration of the current crisis?

• 20 May 2026 · Banking Hubs · Hansard source

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  Absolutely. I turn to the inadequacies in the current framework, and I will try to make some progress. Current criteria include the number of remaining branches, the population size and the retail centre size, which is frankly ridiculous when some communities can be compact while others can have a narrow spread over a greater distance, often constrained by physical landscape and infrastructure features, such as rivers, railway lines, roads and, in some cases such as in my constituency, the foot of a mountain range. Transport distance, public transport links, population vulnerability and existing cash services are also all considered by Link. It is, however, the flexibility of those criteria that is the problem and the lack of cognisance of the wider geographic and population context, especially in areas such as the north of Scotland. Friends in Kinross in Perthshire, while not in my constituency, noted that one criterion their community failed to meet was the retail centre requirements. They are sandwiched between a loch and a motorway, so the town can only realistically expand in two directions, resulting in smaller retail hubs rather than a bigger central area. Surely the answer is not reclaiming the loch or moving the motorway to get support for banking facilities. Equally, the lack of progress on potential banking hubs in Grantown, Lossiemouth, Nairn and Aviemore in my constituency tells me that the current criteria are simply not good enough. Current population criteria ignore the needs of smaller hub towns in rural areas. Bus and train services to even relatively close alternatives still require significant journey planning and, indeed, cost for people who had previously been able to access facilities for free within walking distance. What may seem a relatively short distance can see a bus going off the most direct route into other communities, en route to the destination, and the return journey is not always available immediately on concluding banking transactions. In inclement weather, this process is even less appealing, and in mid-winter it is deeply concerning that elderly people may be waiting for buses in temperatures well below zero. That is very common through the winter months in the Cairngorms area where several of these communities are located. The lack of banking facilities in Lossiemouth, for example, means that many businesses have to rely on services in Elgin, which is five to six miles away. Although that may not sound like a significant distance, travel times, paid parking and the impact of these repeat journeys to Elgin on smaller businesses’ workforces pose severe problems for Lossiemouth-based customers. For the towns of Newtonmore, Kingussie and Aviemore, their last banks have all closed. The closest bank is in Inverness, which is up to an hour’s drive away across a distance of 30 to 45 miles. That is especially concerning as Aviemore is the UK’s principal ski resort, but locals and visitors alike do not have a bank to use. A banking hub would be a great way to boost the local economy, which is reliant on tourism and hospitality—traditionally a more cash reliant part of the economy. For Grantown, a market town, its nearest non-Post Office banking service is now a 30-minute drive away in Forres, on a road with snow gates and snow poles that I can assure Members are necessary on numerous occasions over the winter. A banking hub would reduce journey times, costs and banking uncertainty for residents. In Nairn, another busy town with significant tourism and a population of approaching 10,000 people, which is much higher in the summer with the tourist population added, there are no more banks in town. Alternatives are in Forres and in Inverness, but people cannot reasonably travel to and from those towns on public transport in under two hours, in addition to the time taken to transact their banking business. Finally, I would like to point to an area not related to access to cash but to the other critical services offered by banks through banking hubs.

• 18 Mar 2026 · Fuel Duty · Hansard source

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  And the taxation being paid gives people back more services and better services. Things such as the removal of peak rail fares and the freeze on bus fares—the cap on bus fares has been put in place and is being tested in the north of Scotland—all really benefit people. Beyond that, however, more than half of taxpayers in Scotland do not pay more income tax than people do south of the border. That is a fact. I urge the UK Government to consider many of these proposals. They could consider measures on bus fares and peak rail fares, but they also have the power over key taxation levers, including fuel duty. They need to make decisions quickly to give people more certainty and a little bit less risk about where things are going. Some things are not controllable, and I wish the Government did not have to consider them, because they are difficult, but the Government have levers that can make it a bit easier for people, and they should use those levers.

• 18 Mar 2026 · Fuel Duty · Hansard source

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  Without getting into a fight about who has the biggest constituency, Moray West, Nairn and Strathspey is in the top five for geographic size, and my constituents grapple on a daily basis with energy costs across the whole suite of energy measures, whether that is road fuel, heating oil, tank gas, or the electricity prices that they pay. The issue for them is that the combination of all those things is totally disproportionate. The highest prices for road fuel are paid in rural areas such as those in my constituency. The highest price for heating oil is paid there, because there are high distribution costs. The highest price for electricity, because of high standing charges, is paid in my constituency and in constituencies in north Wales and Merseyside, which is the other high standing charge area. The combination of all that means that my constituents are paying substantially more for their energy than constituents elsewhere in the country. Successive Conservative and Labour Governments have presided over discriminatory—I do not use that word lightly—energy charging for electricity. To have that compounded by the highest fuel charges and the highest oil charges is extremely painful for those households who, like everyone else, are suffering from the cost of living crisis. They also have the coldest temperatures in the UK, and these constituencies are producing the highest amount of energy per capita. The people who are using that energy hundreds of miles away are paying less to use it. The situation is utterly disgraceful and needs to change. This Government have had nearly two years to make changes to standing charges and electricity prices, but they have not done it. They have not made a decision on it, and decisions are taking far too long to be made. Pace is everything in this. People are suffering every single day, but it is not just the individuals who suffer. Many Members have referred in this debate to the cost to businesses in these areas, generally from high transport costs. For businesses to get around and deliver their goods, to get their goods to market and to get their supply chain to deliver to them frequently involves travelling large mileages. Public services, including our emergency services, are paying vast amounts for fuel. On Monday, while I was experiencing a very enjoyable walk to work on a bright spring day here in London, my constituents in Aviemore were contending with a temperature that felt like minus 5°, and the Highland council and the trunk road authority had gritters out for a considerable part of the day to keep the roads safe. Those gritters travel hundreds of miles on their routes because that is what they are required to do, which means that local authorities, the NHS boards and other public or emergency services are paying out vast and unpredictable amounts for fuel when budgets have already been set. Capital projects involve built-in risk to cover future price increases that are quite considerable, so they are protected to an extent, but that does not apply when it comes to public authorities’ day-to-day operational costs. The fuel price increases include increases in heating oil prices. Many primary and secondary schools in the Highlands, and Moray and Aberdeenshire and in other parts of Scotland—and, indeed, other rural areas in the rest of the UK—pay for their heating oil, and these increases will have a very detrimental impact on them. The hon. Member for Gordon and Buchan (Harriet Cross) made many reasonable points about the impact of the energy profits levy and the fiscal regime that governs North sea production, and about the need for us to continue to produce oil and gas for as long as is required, while still making a transition. Let me gently point out to Conservative Members that while I agree with them that the EPL needs to be changed immediately—in fact, it is beyond time for it to be changed—they have drawn away from that transition to renewables because of the pulling away from climate change targets. I know that North sea companies agree with them about the EPL, but they were utterly dismayed about that pulling away from the transition, because the oil and gas majors are the same people who are investing in renewables. We need to get that transition right to avoid the job losses that the hon. Member mentioned. A number of Members mentioned bus fare caps. Let me, again, gently point out that in my constituency in the north of Scotland, and across the highlands and islands, a pilot is being run for a £2 cap enabling people to travel, in some cases, for hundreds of miles for £2. That is progressive, because people in, for example, Inverness in the highlands who need access to services have to travel hundreds of miles to get it. The cap is about treating people with fairness, recognising that they are at the heart of our energy production and are still paying more for their energy, and giving them some services back for that. Peak rail fares have also been withdrawn. Unfortunately, the hon. Member for Cowdenbeath and Kirkcaldy (Melanie Ward), who mentioned heating oil support in Scotland, has left the Chamber, but I can tell the House that the Scottish Government have more than doubled the heating oil funding provided by the UK Government—although is still nowhere near enough, because the UK Government should be taking far more responsibility and putting in far more money. People will be able to apply for that support from 1 April, and it will be delivered through Advice Direct Scotland. there is a plan in place, and it is moving forward. Red diesel used to be available to local authorities for gritting roads. Reinstating it would make a huge difference to the local authorities in the north of Scotland who have to spread grit for considerably longer than those in many other parts of the UK, and I urge the Minister to consider doing so, because it is essentially an emergency service. Our roads would not be safe in the depths of winter without being gritted, and making red diesel available to those vehicles again would not be a bad idea at all. Finally, let me simply urge the Government to take account of what happens in rural areas—how people commute, how they get to work, and how services are delivered—and to consider that in the context of fuel duty. They have the power to fix fuel duty. Such certainty is important, especially to people who are planning and budgeting for a year ahead, and that applies to public services in particular.

• 3 Mar 2026 · Sustainable Aviation Fuel Bill · Hansard source

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  The hon. Gentleman rightly points to the need for a suite of measures to deliver the Bill’s objectives and the overall reduction in fossil fuel usage by the aviation sector. One of the means of doing that is to massively ramp up green hydrogen production, which will have to happen over a number of years. I am sure that the hon. Member for Falkirk (Euan Stainbank), whom I have seen bobbing, will no doubt point to that. A quick way to kick-start that marketplace and boost sustainable aviation fuel would be to increase the amount of hydrogen that can be injected into the gas grid to 20%. The evidence is there to say that it would work. It would act as a massive kick-start for the industry. Does the hon. Gentleman agree?

• 5 Feb 2026 · Road Safety · Hansard source

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  My colleague in the Scottish Government, Fiona Hyslop, Cabinet Secretary for Transport, has indicated a strong willingness to engage with the UK Government and other relevant bodies to trial things such as graduated licences and other road safety measures. Does my right hon. Friend agree that that is something the UK Government could proactively engage with to make positive progress across the home nations?

• 27 Jan 2026 · UK Bus Manufacturing · Hansard source

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  It is a pleasure to serve under your chairship, Dr Murrison. I congratulate the co-chairs of the APPG, the hon. Member for Falkirk (Euan Stainbank) and the hon. and learned Member for North Antrim (Jim Allister), on securing the debate. I like to think I have a bit of an affinity with buses. For my entire time at high school—three years at Oban high school and three years at Biggar high school—every school day started and ended on a bus, as it does for many living in rural communities. At the age of 15, I volunteered at Biggar’s Albion works as part of a Duke of Edinburgh’s award, and helped to restore an Albion lorry. Albion was, of course, one of Scotland’s first vehicle manufacturers, and that included the manufacture of many buses. I do not know whether anybody here is old enough to remember that. Although Albion is sadly no more, Alexander Dennis has been manufacturing buses in Scotland for more than 100 years and provides significant skilled employment. In Scotland, we recognise the importance of bus travel. The SNP has put in place a number of measures to boost bus use, including an extensive bus pass system, which includes free bus travel for under-23s. It has had positive social impacts and gives young and old people access to vital services and to education, employment and social opportunities. Increased bus use means steady demand for new buses to replace or expand existing fleets, and higher demand means greater opportunity for manufacturers. In my former role as council leader in Moray, I had the pleasure of being a signatory of the Moray growth deal, which included the m.connect scheme—a combination of massively expanded on-demand bus services and expanded scheduled services over a large geography. It is well supported and well liked by the public and, again, more services mean more buses. However, there are serious challenges for bus manufacturers—notably from cheap foreign imports, especially from China—and that raises questions about the current procurement rules. The UK-wide Subsidy Control Act 2022 has prevented the Scottish Government from directly procuring from a single supplier, which puts avoidable strain on domestic bus manufacture. Protecting skilled manufacturing in Scotland is critical to building our transition to a green industrial economy. That is why the Scottish Government committed £4 million to retain more than 400 manufacturing jobs at Alexander Dennis through a furlough scheme to protect crucial skilled workers until work can recommence. It was because of that collaboration and determination, and a shared belief in the value and the future of domestic manufacturing, that the Scottish Government and Alexander Dennis were able to negotiate that deal. But the obvious preference for the company, the Government and, most importantly, those workers is to have a steady stream of orders and no requirement for such a scheme. There are several key things the UK can do to support bus manufacturing. The Subsidy Control Act needs reworking. As the hon. Member for Falkirk said, social value weighting needs to be ramped up. As a councillor, I argued very strongly for that for a wide range of contracts, and I continue to do so today. It is perfectly reasonable to place weighting on local supply chain content, quality assurance, apprenticeships and much more. We also need to significantly tighten up certification of buses to ensure consistently high standards, especially on issues such as cyber-security. There have been multiple investigations in various countries into so-called kill switches in imported vehicles and other technologies, so that is clearly of critical importance. There is a particular irony in trying to grow an electrically powered bus fleet in the UK by shipping buses in large numbers halfway around the world using heavy fuel-powered cargo ships. The green credentials of such procurement arrangements are highly questionable. The whole carbon impact of manufacture and delivery needs to be considered. Work also needs to be done by the Government and power distribution companies to ensure that grid connections for new charging installations are carried out in a timely way. Bus operators will not procure modern EV buses if they have nowhere to plug them in. In conclusion, there are several actions the Government can take to support bus manufacturing and manufacturing more generally. That would also give public authorities and Governments across these islands more tools in the box to support procurement that drives growth and skilled jobs in our manufacturing sector, and ensures a future for these well-known, well-liked companies.

• 20 Nov 2025 · Transport System: Economic Growth · Hansard source

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  Aviation is vital to economic development and transport in the highlands and islands. The European geostationary navigation overlay system would have the massive benefit of improving the security and reliability of those flights, and they would be able to land in conditions than they cannot currently land in. What progress is being made towards that?

• 21 Oct 2025 · Mandatory Digital ID · Hansard source

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  When the Prime Minister unveiled this plan at the Global Progress Action Summit 2025, he referred to digital ID only as a tool for right-to-work checks; there was no mention of any linkage to public services. Within a matter of weeks, though, digital ID appears to have encompassed a disturbingly large part of people’s lives. I was astounded to see the Secretary of State for Scotland on the BBC defending the sudden push for “Britcards” by comparing them to boarding passes, train tickets and Tesco clubcards, which are on many phones already. Every one of those things is available in physical form and a Tesco clubcard is clearly optional. That cannot be said for this “Britcard” scheme. Ministers have repeatedly said that the scheme is not mandatory, yet the Prime Minister said it was mandatory for work purposes. He explicitly said: “Let me spell it out: you will not be able to work in the United Kingdom if you do not have a digital ID.” Surely, in anyone’s books that is mandatory. One of the most glaring issues is the fact that digital ID is a rewiring of the relationship between citizen and state, and is being done without a democratic mandate. A “Britcard” is not wanted and is not needed. It is a waste of public money and should be consigned to the dustbin of history.

• 11 Sept 2025 · Bus Services · Hansard source

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  The SNP in government has introduced free bus travel for under-22s, and last week, it scrapped peak rail fares. Those measures support access to employment opportunities, put more money in people’s pockets, and support local economies, especially in suburban and rural areas. Will the Minister acknowledge those excellent measures for consumers in Scotland and consider their benefits for the rest of the UK?