Laurence Turner MP: speeches

Speeches

• 11 Jun 2025 · Spending Review 2025 · Hansard source

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  I was delighted to hear the official commitment today to backing the midlands rail hub. I thank the Chancellor and the Transport Secretary for listening to the, at times, persistent representations in support of this essential project. We inherited a set of engineering plans with no money behind them. Now there is a chance to turn them into something real, and that is good news for Birmingham and for the economy of the west midlands. At the centre of those works is Kings Norton station in my constituency. We need the works there to unblock the cross-city line. On a matter of literary heritage, Kings Norton is also the birthplace of Thomas the Tank Engine—the Reverend Awdry lived a few yards down the road. Would it not be a great tribute if spades could go in the ground for the 80th anniversary next year? Will the Chancellor and her officials work with local representatives so that we can understand which of those individual projects are going to be started first and finally restore Kings Norton station to its former glory?

• 4 Jun 2025 · Regional Growth · Hansard source

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  Transport in the midlands has been historically underfunded, and today’s announcement is a welcome turn of the tide. Many Birmingham City fans in my constituency will also strongly welcome the metro extension, and this feels like a good opportunity to congratulate the Blues on their record-setting, promotion-winning season. This is yet more good news. We are also campaigning for upgrades to the Cross-City line, and in particular to the Kings Norton station works, to make the most of this new investment. Will the Minister confirm that he and his Department for Transport colleagues remain open to constructive representations, so that we can finally make this important project happen?

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

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  I will not; I am sorry. I do not wish to deny another Member time to speak. A few days ago, under the version of the nBus scheme agreed by the previous Conservative mayor, Andy Street, operators exercised their legal right to hike seasonal fares, which they did by 8.6%. Low-paid bus commuters deserve better, and that is why we need the new powers that Labour is introducing in this Bill to better protect passengers from such increases in the cost of living. One of the great pleasures of following other members of the Transport Committee is that they have made points about the forthcoming inquiry report much more eloquently than I can. I hope that that report is published in time to shape the final drafting and implementation of this important Bill, which I look forward to supporting through its later stages.

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

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  It is highly unusual for major legislation on buses to be introduced so early in the life of a Government; in fact, I think it may be unprecedented. Buses are by far the most used means of public transport, but they have traditionally received less political attention than other modes, and Ministers deserve great credit for securing this legislation so early in this Parliament. It is difficult today to capture the extent of the hostility to bus regulation that existed in Government a little more than a decade ago, when the spirit that animated the Transport Act 1985 was still a moving force in transport debates. Although franchising could boast a successful record in London, there was visceral and ideological opposition to extending it. The coalition Government were actively hostile. Ministers even sought to exclude areas that pursued franchising schemes, then known as quality contracts, from receiving funding—an echo of the bad old days when the Thatcher Government threatened to strip the west midlands passenger transport authority of metro development funding unless its municipal bus operations were sold off. That lingering attitude changed when George Osborne struck a devolution deal with Richard Leese and the late Howard Bernstein that included franchising in Greater Manchester. That was less a turning point than a complete reversal. In fact, it was widely rumoured at the time that the Department for Transport did not know what the Treasury had agreed. That welcome revolution in thought, which found expression in the Bus Services Act 2017, was, however, imperfect and incomplete. Franchising powers were made available only to mayoral authorities that were picked and chosen in Westminster. The Act contained a delayed and vindictive sting: clause 22, which sought to bar new municipal operations, despite the great success of surviving municipal operators in places such as Nottingham and Reading. Reputedly, the clause was a very late addition to the drafting of the 2017 Act—so late that it had not been quality assured by Government lawyers. Indeed, Conservative Ministers were forced to concede that the clause would not prevent an authority from “acquiring shares in existing bus companies”, nor would it prevent the repurposing of an existing company that was unconnected to bus services. Despite the flaws in its drafting, clause 22, which was born out of spitefulness and political posturing, has had a chilling effect on authorities that might have otherwise pursued a municipal operation. This Bill remedies both failings, and we will have better bus services and better law as a result of its passing. There are other welcome provisions in the Bill. It will make it easier for operators and authorities to tackle antisocial behaviour and misogyny. It will make services more accessible for disabled passengers and accelerate the transition to cleaner, low-emission vehicles. All these measures will make a positive difference in my constituency, which sits at the intersection of Birmingham and the county of Worcestershire. It is a place where there are relatively low levels of car ownership, where a lack of audiovisual announcements makes it harder for some people to use the bus and where connections between our neighbourhoods are the poor relation to routes into the city centre. In May, under the leadership of the Mayor of the West Midlands, Richard Parker, the combined authority made the welcome decision to bring bus services back under public accountability and direction. That will enable better timetables, integrated ticketing and services that better connect the areas of highest unemployment with the business parks where new jobs are being created. It will also mean new powers over fares.

• 8 Apr 2025 · Fly-tipping: West Midlands · Hansard source

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  The right hon. Lady is exactly right to say that there is west midlands Conservative party representation; I was merely making a point about the city. We do not have the same figures for the region, but nationally, fly-tipping incidents rose by 37% between 2010-11 and 2023-24. For the west midlands, where records start a little later, the increase has been higher—the number of recorded fly-tipping incidents rose by 80% between 2012-13 and 2023-24. Within the city of Birmingham, that increase was lower until we got to this current, very difficult period of industrial disputes. This is an issue in communities across the whole region, and I see it in my own constituency. As I said, just yesterday residents and users of Bell Holloway in Northfield, which is an arterial route in the constituency, found that the road had been closed due to fly-tipping in nearby woodland. It is not the first time that such an incident has happened on that particular road. Through my constituency postbag, I have picked up on a large number of very serious recurring cases across the constituency. There is a set of flats in the Longbridge area where there is some confusion over land ownership and organised groups are seemingly taking advantage of this grey area to repeatedly fly-tip at that location. I know that fly-tipping is a serious problem on private land, in particular when landowners may not have the resources to respond to regular and large-volume fly-tipping. I pay tribute to everyone who works in my office; as MPs, we individually take up casework, but of course it is the people who work for us who take on much of the heavy load. I have cleared regular fly-tipping in Weoley castle car park, and have helped to secure permanent physical adaptations at a site on the Frankley estate, which has helped to deter repeat fly-tippers. Turning to the strike in Birmingham, just this morning there was an unfortunate incident involving the mobile waste centres that are being sent out around the city, which over the last week have sadly become the subject of misinformation about when and where they will be deployed. Overnight, a very large amount of black-bagged waste was dumped on Vardon Way in Kings Norton, which of course will reduce the capacity for residents who attend that mobile service at the advertised time. I pay tribute to Councillor Corrigan for Kings Norton North, who I have worked closely with over the last 24 hours to ensure that waste is cleared.

• 1 Apr 2025 · Product Regulation and Metrology Bill [Lords] · Hansard source

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  No. With respect, I think the hon. Gentleman has misunderstood my point. The Committee has every right to express that view; we also have the right to express our view as legislators in this place as to whether the case has been made. As I say, I think the case has been made that primary legislation is not a sufficient vehicle in this instance. I will just say to the hon. Gentleman that there are numerous precedents under the Health and Safety at Work etc. Act 1974, for example, for regulating dangerous products; the difference is that primary legislation does not cover all the eventualities for products of the kind we are discussing today. I will finish by talking about the pint. I note, in passing, that the first legislation to clearly regulate the pint—the Act for the ascertaining the Measures for retailing Ale and Beer of 1698—did not see it as necessary to define the actual quantity; perhaps it was left to royal prerogative to define. The history books do clearly show that the pint is safe, so to speak, in Labour’s hands: in his memoir of his time at head of the No. 10 policy unit, the noble Lord Donoughue details how Harold Wilson intervened to save the pint; and it was a Labour Government in 2008 who secured the metric opt-out that preserved the inch, the troy ounce and, of course, the pint. I know that hon. and right hon. Members on the Opposition Benches have spent a lot of time chasing away phantoms on this particular issue, and I hope that they feel that was a good use of their time and that we see more of it in this Parliament. For the Government Benches, however, I look forward to following the progress of this important Bill and to voting for it tonight, and perhaps also to raising a pint—or, as clause 5(5) has it, 0.56826125 cubic decimetres—to the Bill’s good health as it completes its remaining stages in this House.

• 1 Apr 2025 · Product Regulation and Metrology Bill [Lords] · Hansard source

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  I thank my hon. Friend for his intervention. I know that was one of the areas to which he paid a lot of attention in the transport brief. I am sure that as the Committee continues to look into this area, it will build on that work. As he says, this is an issue that comes up time and again in my constituency. We might not ever be able to get every single one of those vehicles off the road, but we need the powers to bring more of them off our streets where they pose a threat to people’s safety. To illustrate the seriousness of the challenges the Government face and the need sometimes for very swift progress, we need only to look to the scale of technological advancements in the field of hybrid warfare and the implications of those advancements for dual-use civilian technologies. I note that clause 1(4)(d) draws specific attention to products that can “cause, or be susceptible to, electromagnetic disturbance.” In Ukraine, the two adversaries are locked into a cycle of innovation and reaction in drone warfare and electronic countermeasures that are escalating at a blinding speed. Some of those developments have implications for the potential misuse of civilian drones in this country. To suggest that primary legislation is capable of keeping pace with that is not realistic. Similarly, in respect of intangible products, again an issue on which the House of Lords spent a large amount of welcome scrutiny time, there is a case that primary legislation cannot cover enough eventualities in good time, especially in the age of artificially generated code. I think back to the Volkswagen emissions scandal 10 years ago, when so-called “defeat devices” were intangible in nature.

• 1 Apr 2025 · Product Regulation and Metrology Bill [Lords] · Hansard source

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  As has been said, on the face of it this is a short Bill, but when we look beneath the surface, it is even more exciting than the bare title of the Product Regulation and Metrology Bill suggests. Most of us go through our days without giving much thought to the measurement of the units that govern our everyday lives—I confess that, until very recently, I was one of them—but so many of our scientific and medical advances have succeeded or failed on the most precise margins, as my hon. Friend the Member for Erewash (Adam Thompson) so brilliantly set out. It was a real privilege to be in the Chamber to listen to his speech. In the city of Birmingham, best known throughout much of its history as the workshop of the world, many millions of hours must have been sweated out to meet the finest of measurements and tolerances. I suspect my hon. Friend is capable of accurately estimating just how many hours that would have taken. However, I note in passing that one of just two remaining proof houses, which fell under the scope of the Gun Barrel Proof Act 1868 and succeeding Acts—they attracted a lot of attention in the other place—is in Digbeth in the city of Birmingham. At the start of my hon. Friend’s speech, he raised the question of when exactly the word “metrology” entered common parlance. I do not know what that date was, but I note that when the National Physical Laboratory was created in 1900, it was established with a metrology division. One of the early guiding forces, Mr J. E. Sears, later found a second career as a scales manufacturer, again in the good city of Birmingham. Today, when pharmaceutical manufacturing jobs are starting to return to my constituency, 20 years on from the collapse of MG Rover, I know some of the exacting standards that those manufacturers must meet. We need only look at the number of Weights and Measures Acts passed by this House down the years to understand the importance of these questions for our role as legislators. I fear that I am about to commit an unwise act by referencing Magna Carta in this place, as that text has been the subject of one or two interesting emails that I suspect a number of hon. Members have also received, but it is telling that it stipulated: “There is to be a single measure for wine throughout our realm, and a single measure for ale, and a single measure for Corn… And it shall be the same for weights as for measures.” In the other place, and it is fair to say in this place as well, the arguments over the Bill have come down to a simple point: are delegated powers and statutory instruments the right processes for adapting to a rapidly changing landscape for product safety and international measurement standards? It is worth remembering two things. First, the theory that we could make sufficient updates through primary legislation can be tested against the history of legislation in this place. For example, some of the provisions in the Consumer Protection Act 1987 have been overtaken by events, and it has proved hard in practice to bring forward the necessary changes to that legislation. Secondly, as has been said, this work was initiated by the last Government, who at the time made the case for delegated powers persuasively. As the 2021 response to the 2019 call for evidence stated: “Over time, the limited powers we retained in domestic legislation became less effective. Rather than update these, the UK relied on powers in the European Communities Act (ECA) 1972 to introduce new harmonised legislation to deal with product safety and metrology.” Those powers have now expired. Governments of all colours must deal with “A complex, forever changing landscape” and current legislation does “not allow for many of the changes necessary to keep pace with technological advances and modern hazards.” A good example of the ever-changing metrological field can be drawn from the 2019 changes to the international system of quantities, which altered in subtle ways the definition of the kilogram, the amp, the kelvin and the mole, with implications across a very wide range of regulations. I think it is sensible to update those definitions swiftly by regulations. We have heard examples of some of the unsafe products that are on sale at the moment. It is worth noting that the Bill is not simply about definitions, but enforcement. Clause 3 will enable some of those stretched resources, to which my hon. Friend the Member for Stoke-on-Trent Central (Gareth Snell) referred, to go further. I also note that through the Transport Committee I received representations from Brompton Bicycle, a very good British manufacturing success story, which said that UK product safety regulations and enforcement have failed to keep pace with the development of e-bike technology. Unsafe, poor quality e-bike products are entering the hands of UK consumers with sometimes devastating consequences.

• 20 Mar 2025 · Disabled People’s Access to Transport · Hansard source

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  I pay tribute to my hon. Friend, whose determination as Chair has meant that this important report from the previous Committee has seen the light of day. Does she agree that the reasonable adjustments framework under the Equality Act is the right one, and that the problem is the lack of implementation and awareness? If we had clearer statutory guidance, as exists in some areas, disabled passengers and other transport users would face fewer barriers.

• 29 Jan 2025 · Growing the UK Economy · Hansard source

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  Almost a decade ago, I had the interesting experience of working for the Labour party on aviation policy and, on Heathrow, the fundamentals have not changed. The exhaustion of that sovereign hub capacity is offshoring our emissions and is a stopper on growth in every part of the country. Does the Chief Secretary agree that this decision is long overdue? In respect of comments from those on the Opposition Front Bench, will the Chief Secretary also confirm that in the two months since the Budget, redundancies as notified by employers are down by 20% compared with the same period under the previous Conservative Government?

• 9 Jan 2025 · Employment Rights Bill (Seventeenth sitting) · Hansard source

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  We heard from the hon. Gentleman earlier in the main Chamber about sustainable aviation fuel; I wonder whether he might share with us the shadow ministerial equivalent that he seems to have discovered, because we are covering a huge amount of ground. I just say this to him. We did have the Taylor review, which looked at these matters, including the functioning of the individual enforcement agencies, so I am just wondering: does he think that something has changed, in terms of their effectiveness, since then? We have already had an assessment of the nature that he is calling for.

• 17 Dec 2024 · Employment Rights Bill (Thirteenth sitting) · Hansard source

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  That is fine—I think that applies to both the intervention and the response. A direct question had been put about whether there is an alternative proposition on pay and terms and conditions, which is the matter we are considering today. I hope we will have an opportunity to talk in much more detail about the matters the hon. Member for Bridgwater raised, but the Opposition could not answer that direct question. It is a shame that there is not more agreement on what is a very real policy problem. We have a serious—dare I say it—road-tested proposal in the Bill to reinstate the school support staff negotiating body. I am none the wiser about what measures the Opposition propose, but it is important that the clause be part of the Bill.

• 10 Dec 2024 · Employment Rights Bill (Tenth sitting) · Hansard source

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  Throughout these proceedings, we have talked a lot about evidence bases and the likely impact of particular measures on business. The clause might be short and to the point—I do take the points made by the shadow Minister that we will come on to more detailed discussions, and it is right to debate the general principles here—but it does have precedents. In terms of the dilemma or decision over whether the qualifying period should be two years, one year or, as in the Bill, day one—but with that important provision for a probationary period—the issue has been road-tested. The period was set at two years for many years. Then it was reduced to one year in the late 1990s, and economic growth continued. When the qualifying period was raised from one year to two years in 2012, the impact analysis that the then Government produced said that one year was easily sufficient in the overwhelming number of cases. On this aspect of the Bill, the businesses I have spoken to in my constituency and in the general Birmingham area have told me that, in almost all roles, employers are not still talking about whether someone is suitable for the job 12 months in; it is usually apparent within weeks. That circumstance is still covered by the initial period of employment provided for in the Bill. According to the impact assessment, the estimated saving to business across the entire the economy, after the familiarisation cost period, was relatively small—I believe it was around £2 million to £3 million in 2011 prices, so probably somewhere around double that today. I think my hon. Friend the Member for Worsley and Eccles used the word “grandiose”. We are really not talking about that, but about a relatively small number of cases that could fall under that initial period of employment provision. Let me return to an argument that has been made previously in the Committee, but that is relevant here. One undesirable effect of that change in the qualifying period was that because a worker who faced detriment and unfair treatment in the workplace had no recourse to an unfair dismissal claim through the employment tribunal system until they reached their two years, they found themselves relying on equalities arguments instead—a day one right in law as it stands. The effect—another perverse outcome—has been to overload that part of the employment tribunal system. This change is sensible. It will help with the undesirable effects in the court system as it stands. The Chartered Management Institute, which we heard evidence from, surveyed its members and found that 83% of managers agreed that improvements in family-friendly policies and day one rights, including in respect of unfair dismissal, would positively impact workplace productivity. In some of the related provisions in the Bill, particularly around the initial period of employment, there is promise that we will see a light-touch regime, and we are all looking to see what the details will be. I know that the Government are due to come back on that.

• 18 Nov 2024 · Bus Funding · Hansard source

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  Given that the Conservative party’s record was a 20% cut in the bus service operators grant, a 40p-in-the-pound cut in local bus funding, and 12,000 bus services cut between 2010 and 2023—a fall of more than half—does my right hon. Friend agree that some of what we have heard today is a bit rich?

• 11 Nov 2024 · Rail Performance · Hansard source

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  The shadow Secretary of State said that we should pay attention to performance statistics. The figures that I have obtained from the Department show that over the past seven years, there was a 35% increase in temporary and emergency speed restrictions on the network. The Secretary of State has a difficult inheritance, but can she set out for us the work that she is doing to refocus the industry on the hard graft of understanding, maintaining and improving our crumbling infrastructure?

• 17 Oct 2024 · Telegraph Poles: Planning Permission · Hansard source

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  I thank my hon. Friend for making those points. He highlights issues that are common across the wider region and, I suspect, the country. I will come on to some of the regulatory changes that could be made, but it is important to recognise that there was a requirement for companies to share infrastructure wherever possible. However, I will discuss some of the cases in my constituency where that clearly is not happening. I want to draw attention to some of the problems in my constituency. I recently attended a residents’ meeting in a street in Birmingham Northfield called Pineview, a quiet cul-de-sac that is set back from a busy road. The community is close-knit, and over the years, the residents have invested their time and a considerable amount of money to ensure the upkeep of the area. They have lived with underground telecommunications infrastructure, which serves different operators, and they have experienced a positive service. However, residents report that four telegraph poles were installed on the road last year, starting early in the day and finishing late at night, with intrusive spotlights to facilitate the work. There was very limited community engagement, despite the residents taking up the company Brsk’s suggestion that a petition be collected. That was done, but to no effect. I also draw attention to Lovell Close in Weoley. It is another small cul-de-sac, with only half a dozen houses and narrow pavements, but activities by two competing companies are now causing obstruction for residents and users of an adjoining public park. The hope that the infrastructure would be shared is not being observed in practice, and there are ongoing problems with pavement parking across south Birmingham. I know that Transport Ministers are looking separately at this issue, but the fact is that the combination of pavement parking and the loss of pavement space to poles has created obstructions and pinch points. This is a particular problem for those with prams and mobility scooters. There are also problems in the Bournville conservation area, which I discussed recently with the Bournville Village Trust. I place on record my thanks for the local representations that have been made to me in advance of this debate by Councillors Esther Rai, Miranda Perks and Jamie Tennant in my constituency, and Liz Clements and Fred Grindrod in the neighbouring ward of Bournville and Cotteridge. I also want to mention the work done on this issue by my constituency neighbour, my hon. Friend the Member for Birmingham Edgbaston (Preet Kaur Gill)—as she said, she is addressing the same problems in her constituency—and my other constituency neighbour, my hon. and gallant Friend the Member for Birmingham Selly Oak (Al Carns). As a Front Bencher, he is unable to speak in this debate, but I know that he is addressing the same problems and has written to Ofcom on this matter.

• 29 Jul 2024 · Passenger Railway Services (Public Ownership) Bill · Hansard source

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  I thank the shadow Minister for giving way and I compliment him on his staying power during a very long debate. He talks about fares and affordability. Can he explain why, under the Government who have just exited office, fares increased on average by 4.7% each year, almost one and a half times higher than the rate under the previous Labour Government?