Simon Lightwood MP: speeches 2024

Speeches

• 11 Dec 2024 · Rail Services: Devon · Hansard source

  More

  It is a pleasure to see you in the Chair, Mr Pritchard. I congratulate my hon. Friend the Member for Exeter (Steve Race) on securing this debate on the future of rail services in Devon, and I thank all hon. Members for their contributions today, including the hon. Member for Strangford (Jim Shannon), who is no longer in his place, for his intervention. I also thank the hon. Member for Torbay (Steve Darling), who mentioned the issue of internet, and I just want to say that free wifi is available on GWR services. However, I am aware that there are certainly connectivity issues on parts of the network, and I have asked my officials to explore the feasibility of a range of technology options to improve passenger connectivity on the rail network. The Department is also conducting research to measure the strength of mobile signals along the rail network to understand fully where interventions are needed and the potential impacts. I thank the hon. Member for South West Devon (Rebecca Smith)—I was devastated by the lack of Kylie Minogue references in her speech, but I will come on to some of the issues that she raised. Her fantastic maiden speech had many a reference to Kylie Minogue tunes, including “The Loco-Motion”. I also thank the hon. Member for Exmouth and Exeter East (David Reed). This Government recognise the importance of rail services in Devon. As we have heard today, the transport network is key for providing the connectivity to support economic development, including housing and employment growth, as well as tourism. Since the pandemic, the south-west has seen a strong recovery in rail passenger numbers, especially in the leisure market. Passenger journeys in Devon are up by 9% compared with 2019, while nationally they remain about 6% lower. We know that many services in Devon are often very busy, particularly on Fridays and weekends. We have now authorised and funded additional trains that are due to enter service on CrossCountry routes from May 2025, providing improved connectivity across Britain.

• 11 Dec 2024 · Rail Services: Devon · Hansard source

  More

  I thank the hon. Member for her contribution. I am convinced that the civil servants in the Department for Transport will be looking at numbers across the week, just to reassure her. The reintroduction of daily passenger services on the Okehampton line has seen strong passenger demand since regular services were launched in 2021; these were enhanced to hourly services in 2022. This Government are committed to building on that success, with work progressing on Okehampton Interchange, a new station to the east of Okehampton that is due to open in 2026. The station will become a hub for trains and buses, with improved walking and cycling links. Another new station, Marsh Barton in Exeter, opened in July 2023 and has already seen nearly 130,000 journeys. Although it is great to see more people in Devon using the rail network, the Government want to see further improvements. We have been clear that rail services have been failing passengers. Cancellations are at a 10-year high and punctuality is inconsistent across the network. We need to improve services for passengers and deliver better value for money for the taxpayer. We have taken immediate action. Ministers continue to meet the managing directors of train companies and their Network Rail counterparts to address poor performance and demand action to raise standards. A resilient railway is crucial to the economy, not just in Devon and the south-west, but right across the country. That is why £165 million has been invested to date in the south-west rail resilience programme at Dawlish, providing better journey reliability for rail travellers in the south-west. Industry studies are also under way to build the case for additional passing loops between Exeter and Salisbury at known locations where trains are delayed as they wait for other trains passing in the opposite direction. I encourage my hon. Friend the Member for Exeter to work with the industry, funding providers and other route MPs in supporting the work on these passing loops. I am aware that several hon. Members have shown strong support for a number of the potential rail projects that have been referred to today. Ministers have been clear, however, that in the context of the financial situation that the Government inherited, it will not be possible to afford the delivery of all proposed projects. The Secretary of State is conducting a thorough review of the previous Government’s transport plans to ensure that our transport infrastructure portfolio drives economic growth and delivers value for money for taxpayers. I am also aware that my hon. Friend the Member for Exeter has been campaigning for lifts at Exeter St Thomas and Polsloe Bridge stations in his constituency. The Government are carefully considering the best approach to the Access for All programme. I am unable to comment on specific stations at this point, but we remain committed to improving the accessibility of the railway and recognise the social and economic benefits that improving accessibility brings to communities. In the meantime, if any passenger cannot use a particular station, the train operator is obliged to offer alternative transport at no additional cost. Finally, I want to address the impact of Old Oak Common on services between Devon and London. This new station is a crucial enabler for the Government’s growth mission. However, I recognise my hon. Friend’s concerns about the impact of the works there on rail services for his constituents, both during and post construction. The next phase of the work will take place this Christmas and will see changes to the GWR services from 27 to 29 December. Some inter-city services will divert to London Euston; some will terminate at Reading or Ealing Broadway. Passenger communications are happening now to enable passengers to make choices about how and when they travel. I am aware that the rail Minister has met many south-west MPs, including my hon. Friend, to discuss the matter. I confirm that the Government will continue working with industry partners to ensure that disruption for passengers using the Great Western main line is kept to a minimum, both during construction and once services are in operation. I thank my hon. Friend again for securing this debate on the future of rail services in Devon. I fully acknowledge and appreciate the importance of the issue to him and his constituents. The Opposition spokesman, the hon. Member for Broadland and Fakenham (Jerome Mayhew), raised the issue of GWR’s performance, including on Sundays specifically. The Government recognise that performance on Great Western Railway services is not where it needs to be. This is due to a range of issues, including infrastructure and fleet reliability, as well as the availability of train crew, which has resulted in higher levels of Sunday cancellations in recent months. Officials and GWR are actively working to address the issue. CrossCountry has also been mentioned. CrossCountry provides vital inter-city rail services linking Plymouth and Exeter with Birmingham, Yorkshire, north-east England and Edinburgh, as well as offering popular “through services” between Torbay and Manchester. Since September, it has seen its passenger numbers return to pre-covid levels. I acknowledge that CrossCountry services are often very busy, particularly on Fridays and weekends—and perhaps also on Thursdays. The size of the CrossCountry inter-city fleet has been an issue for some time; this has been exacerbated by the retirement of CrossCountry’s fleet of five high-speed trains in September 2023, which operated on the Edinburgh-Plymouth route. The Government are determined to deliver improved train services for passengers. To reduce crowding, the Department has authorised and funded 12 additional Voyager trains, which are due to enter passenger service on CrossCountry routes in May 2025. This will increase the Voyager fleet by over 20% and will enable CrossCountry to provide thousands more seats per week across its network. The first three of these cascaded trains are already in service. The entire CrossCountry train fleet is also due to be refurbished over the next few years, offering new seats, additional luggage space and other improvements that will benefit passengers. As the hon. Member for Honiton and Sidmouth (Richard Foord) noted, there will be a separate Westminster Hall debate on Old Oak Common, so I will say no more about it at this time. Hon. Members raised points about accessibility. Since the election, we have been carefully considering the best approach to the Access for All programme. Department for Transport Ministers are not able to comment on the next steps for Access for All’s projects at specific stations, including Exeter St Thomas station, but Members can be assured that we are committed to improving accessibility of the railway and we recognise the social and economic benefits that it brings. I congratulate the hon. Member for Exeter once more on securing the debate. I look forward to working with everybody to improve rail connections across the country.

• 10 Dec 2024 · Rural Cycling Infrastructure · Hansard source

  More

  I thank the hon. Member for that intervention. I can assure her that the Department for Transport is working closely with Departments across Government; we want to break down the silos of Departments and work on our collective missions. I have already had discussions with the Department of Health and Social Care and Sir Chris Whitty regarding our contribution, and I will continue to have such discussions. I absolutely recognise that active travel can be fundamental when it comes to tackling people’s health issues and to removing barriers to opportunity and economic growth. Ensuring that infrastructure is safe must be our overriding concern. Over 60% of respondents to the Department for Transport’s national travel attitudes survey said that safer roads would encourage them to cycle more. As I have said, rural roads can be more dangerous for cyclists, because there is faster-moving traffic and no space for segregated cycle lanes. That is why supporting local authorities to design and deliver high-quality active travel infrastructure that is safe and compliant with the relevant design standards is a key part of Active Travel England’s remit. It is also why funding provided by the Department for Transport for walking and cycling schemes comes with the clear requirement to comply with relevant design standards. As the hon. Member for Henley and Thame may be aware, Oxfordshire county council has been successful in securing funding for active travel schemes in a number of rural areas. That includes nearly £1.5 million for a scheme in Abingdon and nearly £2 million for a scheme in Witney. The scheme in Abingdon will create a safe walking, wheeling and cycling route, providing new crossings and other improvements to overcome a significant barrier to active travel between Oxford and Abingdon, and onwards to Didcot and beyond. Another example of a new scheme, which opened in the last few weeks, is in Wycombe, just across the county border from the constituency of the hon. Member. Buckinghamshire council completed an Active Travel England-funded improved pathway to support walking, wheeling, cycling and horse riding in Keep Hill wood, near High Wycombe. The money for all these schemes has come from various dedicated pots of funding for active travel that have been announced by Active Travel England in recent years. In total, almost £650 million of funding has been provided for local authority infrastructure since covid. In addition, Active Travel England has worked with National Parks England to provide £1 million funding to allow the 10 national park authorities in England to develop inclusive active travel plans, as well as supporting activities, such as scheme planning and design, and how best to make sure local stakeholders are engaged. All 10 projects are due to be completed by next summer. I gather, too, that there was a petition last year concerning a proposed off-road cycle route in the hon. Member’s constituency. If they have not already done so already, I encourage representatives from Oxfordshire county council to contact Active Travel England about that scheme if it is a viable possibility. I will try to address some points made by hon. Members. As I said, Active Travel England provided £1 million grant funding to national parks, and is currently working on guidance for authorities on how to design and build safe infrastructure for walking, wheeling and cycling in rural areas, including villages and market towns. We expect publication in late 2025. Active Travel England is currently engaging with stakeholder groups to support that work, including both potential route users such as Disabled Ramblers, Cycling UK, the British Horse Society and so on, and guidance users including local authorities, Highways England and bodies such as the National Trust and national parks. I will conclude by saying a big thank you again to all Members who contributed and to the hon. Member for Henley and Thame for raising this important issue. I look forward to continuing to work with him—I thank him for his offer to work on a cross-party basis towards achieving our active travel ambitions—and all other hon. Members to enable more people to choose to walk, wheel and cycle, irrespective of where they live.

• 10 Dec 2024 · Rural Cycling Infrastructure · Hansard source

  More

  It is a pleasure to serve with you in the Chair, Ms Vaz. I congratulate the hon. Member for Henley and Thame (Freddie van Mierlo) on raising this important issue. He represents a constituency in a very beautiful part of rural England that, despite its proximity to the capital, is largely rural in nature. I thank the hon. Member for Oxford West and Abingdon (Layla Moran) and my hon. Friend the Member for Mid Cheshire (Andrew Cooper) for their interventions, and I thank the hon. Members for Huntingdon (Ben Obese-Jecty), for Lewes (James MacCleary), for Wokingham (Clive Jones), for West Dorset (Edward Morello), for North Cornwall (Ben Maguire), for Tewkesbury (Cameron Thomas) and for North Norfolk (Steff Aquarone) and my hon. Friend the Member for Stroud (Dr Opher) for their contributions. In my speech, I will try to cover the points they have raised. The hon. Member for Henley and Thame is right to highlight the fact that there can be particular challenges in designing safe routes for cyclists in rural areas. There are many country lanes and B roads where the national speed limit applies and where there is clearly no room for a separate cycle lane. Such roads can be intimidating places for all but the most experienced of cyclists, with the constant risk of being close-passed at high speeds by inconsiderate drivers. By definition, narrow country roads also tend to have far less room on them than wide urban streets, where a segregated cycle lane can offer cyclists protection from other road users. There has also perhaps been a perception, rightly or wrongly, that successive Governments of whatever colour have only really been interested in promoting active travel in urban areas, and have tended to ignore the very different needs of rural areas. I can assure the hon. Member for Henley and Thame, however, that this Government are determined to ensure that active travel—whether walking, wheeling or cycling—can address the transport needs of people in both urban and rural communities. I will come on to the different ways in which we intend to do so in a few moments, but let me first set out the broader context. As we all know, active travel is a great way of improving people’s health that can in turn ease pressure on our NHS. It has other benefits, including supporting economic growth, reducing congestion and helping to decarbonise transport. All of this matters just as much in rural areas as it does in our towns and cities. Funding for decent infrastructure is critical. In the Budget, the Government underlined our commitment to active travel by announcing an additional £100 million of capital funding for active travel infrastructure in the financial year 2025-26. That reversed the previous Government’s funding reduction. In the very near future, Active Travel England will announce further details of the Government’s investment plans for this year and next. I am confident that some of that investment will enable the delivery of high-quality active travel infrastructure in rural areas. However, I am afraid that the hon. Member for Henley and Thame will have to wait just a little bit longer to hear further details on that. The Government will then set out what further funding for active travel will be available in future years, following the spending review. We will do so alongside producing a new cycling and walking investment strategy, which we anticipate will be published next year. Wherever cycling infrastructure is built, it must be delivered to the right standard. In particular, it should comply with the Department’s cycling infrastructure design guidance. Active Travel England provides training to local authority officers across the country on how best to design safe and accessible cycling and walking infrastructure, and it is developing specific guidance for the application of good practice in rural areas.

• 5 Dec 2024 · Improving Public Transport · Hansard source

  More

  Absolutely, of course. We need to ensure that we have effective, efficient and affordable public transport in every single corner of the country. In September, we took the first step in empowering local leaders by introducing a statutory instrument to expand franchising powers beyond mayoral combined authorities to all local transport authorities. We also consulted on new guidance for local leaders looking to bring services into public control. This new, simplified guidance will help to break down barriers to local control of bus services, speeding up the process and bringing down costs. Of course, the buses Bill will empower local leaders by giving them the tools that they need to address local public transport challenges, including by making further changes to simplify bus franchising and by creating locally owned bus companies. We have already seen examples of the improvements that local leaders can make to services. To take my favourite example, the Bee Network in Manchester is on course to complete the re-regulation of buses in its new network in the new year. It will become the first city region outside London to put buses fully back under public control after four decades of deregulation. This new bus network franchise has seen increases in both patronage and punctuality. We are backing up those reforms with new funding for buses next year. In the Budget, the Government confirmed that there would be more than £1 billion to help local transport authorities and operators to deliver high-quality, reliable public services. That includes £150 million to deliver the new £3 fare cap, which will ensure that passengers have access to affordable fares and better opportunities; £712 million for local authorities to continue to support and improve their bus services; and £243 million for the bus service operators grant. That is given directly to bus operators to support and protect existing services. That funding is the next stop on our journey towards improving services. Every region in England will benefit. The money will make a real difference for people across the country, and could be used to fund more frequent services, so that people can get to more places more often; safer, better and more accessible bus stops; new electric buses; or better real-time information, so that passengers can be confident that their bus will turn up. Of course, it is not just bus passengers who want their services to run on time. On railways, we have been clear that services have been failing passengers. Performance is inconsistent across the country, and in many areas, the service is not where it needs to be. Improving performance is a key priority, and we will continue to challenge the worst-performing train operating companies and their Network Rail counterparts to address poor performance and raise standards. Just as with buses, we have been making progress. We have resolved long-running industrial disputes over pay, ending the massive disruption and financial impact of national strikes and resetting industrial relations. That paves the way for more collaboration with the trade unions, and the delivery of a railway that works for everyone. As well as continuing to fund the operation of the railway, we are committed to investing to deliver improvements for passengers. We are simplifying and modernising the rail fare and ticketing system, and have already made great progress. We have driven forward pay-as-you-go in the south-east through the delivery of Project Oval phase 1A. In 2025 we will see further phases of Project Oval go live, which will include Stansted. We have also have completed a detailed design of pay-as-you-go schemes in the west midlands, and Greater Manchester plans to launch digital pay-as-you-go trials in 2025. We continue to progress long-distance fare reforms, with trials on London North Eastern Railway. Looking forward, we have committed ourselves to undertaking a fare review, which is to be completed over 2025, and we will also continue to invest in infrastructure. Just last week, the Passenger Railway Services (Public Ownership) Act 2024, which received Royal Assent on 28 November, enabled us to bring passenger service operations back into public ownership, starting with South Western Railway’s services in May 2025, c2c’s in July and Greater Anglia’s in the autumn.

• 5 Dec 2024 · Improving Public Transport · Hansard source

  More

  I thank the hon. Member for Glastonbury and Somerton (Sarah Dyke) for securing this important debate on improving public transport. I believe we have reached our destination, Madam Deputy Speaker, having heard the last of the Labour maiden speeches, and of course we have saved one of the best for last. I congratulate my hon. Friend the Member for Dunstable and Leighton Buzzard (Alex Mayer) on her fantastic contribution, and very much look forward to working with her in her capacity as a member of the Transport Committee. I also thank the other hon. Members who have spoken for their insightful points. I am pleased to respond for the Government, and will do my best to address the issues that they have raised. I start my response by emphasising that this Government are putting the needs of passengers front and centre of our transport reforms. We fully recognise the importance of public transport to our communities in rural areas, towns and cities. Delivered well, it enables people to access work and education opportunities, and to access the shops, leisure activities and essential services that they need. It can sustain and improve economic growth and productivity, unlock housing and commercial development opportunities, and connect people to each other, to businesses and markets, and to international gateways. However, there is lots of work to be done to improve our public transport. Many people and places suffer from poor connectivity and challenging journeys, which impact both their quality of life and their access to opportunities. That is why the Government are focusing on improving performance on the railways and driving forward rail reform; improving bus services and growing bus usage across the country; transforming infrastructure, so that it works for the whole country; promoting social mobility; and tackling regional inequalities. We have been making progress. Last week, the Government set out their plan to develop an integrated national transport strategy, which will set out how all modes of transport should be designed, built and operated to better serve all the people who use them and enable them to live a fulfilling life. To kick-start that process, on 28 November the Department launched a public call for ideas, seeking to capture people’s views and experiences of transport across England and what could be done to improve it. Delivering an effective, efficient and integrated public transport system that meets the regional and national needs of people, wherever they live and work, will play a vital role in delivering the missions of this Government.

• 5 Dec 2024 · Improving Public Transport · Hansard source

  More

  I will make sure that I pass that request to the Minister with responsibility for rail, who I am sure will be pleased to meet you. Within this Parliament, all passenger service operations will have completed the transition to being managed by Great British Railways, which we will establish as the directing mind for the railway by introducing further legislation during this Session. Great British Railways will ensure the highest standards of customer service and operational performance, and will simplify the railways, bringing together the delivery of passenger services, infrastructure, and responsibility for planning and the use of the network. It will bring an end to years of fragmentation and waste. However, we are not waiting for this further legislation. We have already brought key parts of the rail industry together as Shadow Great British Railways, which is working to improve services, unblock barriers to delivery, and move the rail network towards greater financial sustainability. Although we must and will improve the railways in the short term, we must also think about the long term. We are committed to setting out a long-term rail strategy that will provide a framework for the industry over the next 30 years. We will work with stakeholders to ensure that the strategy maximises the benefits of rail for everyone, because improvements have to benefit everyone who uses our public transport system. This Government want everyone to have access to public transport, and are committed to supporting improvements to services so that they are more inclusive and enable everyone to travel safely, confidently and with dignity.

• 5 Dec 2024 · Improving Public Transport · Hansard source

  More

  Having grown up in a coastal community, I understand that they have unique challenges. I will of course take that point away to the Department. The important work to improve services has already begun. We started reforming transport on day one after the general election. Take buses, the most commonly used mode of public transport in Britain. The Government have ambitious plans to improve services and grow passenger numbers. We know how important bus services are to communities up and down the country, particularly in rural areas, where, for many, buses can be a lifeline, and the only way of getting around and accessing vital services.

• 5 Dec 2024 · Improving Public Transport · Hansard source

  More

  You make a powerful point. I would encourage you to make a submission to the integrated transport—

• 5 Dec 2024 · Improving Public Transport · Hansard source

  More

  I am quite flattered to be called a long-standing Member, Madam Deputy Speaker. Improvements to the transport system have to benefit everyone. As I said, this Government want everyone to have access to public transport. The first phase of the accessible information regulations came into force earlier this year. They require buses and coaches that have been used on local services since October 2019 to provide audible and visual route and destination announcements, helping everyone to travel with confidence. We have committed to working with disabled people to develop and publish an accessibility road map, which will set out the steps being taken to improve rail accessibility. Through the Access for All programme, we are continuing to work to provide step-free access routes to railway stations. All these efforts are impossible without local partners. This Government recognise that decisions on how and where to intervene to improve local transport should be made locally. That is why we worked to strengthen the relationship between central Government and local leaders in the first few days after coming to power, working in partnership with them to develop and deliver their priorities. On funding, we are committed to simplifying the local transport funding landscape for local authorities, ending inefficient competitions and allowing places more flexibility to decide the transport projects that will most benefit their area. The city region sustainable transport settlements provide the largest city regions with long-term funding, and empower mayors to deliver infrastructure projects that will have transformative effects on transport and be based on their local priorities, improving the lives of people in their great city regions. Looking ahead, we are committed to giving local government multi-year funding settlements at the forthcoming spending review to help it make long-term plans for transport in different areas, backed up by deepening regional devolution. High-quality transport infrastructure supports growth and opportunity, and bringing decisions about transport closer to people is key to improving the transport networks on which we rely every day. We will therefore empower local leaders to take greater oversight of their local transport networks. We are committed to simplifying the local transport funding landscape for local authorities, ending the inefficient competitions to which I referred. We are using data and research to continue to build our understanding of what people need from the transport network, and we are continuing to invest in it. We are taking a long-term view to get the right mix of existing projects and new schemes in order to deliver a public transport system that is fit for the 21st century. Reliable, affordable, safe and accessible transport that works for passengers and efficiently moves goods around the country is key to economic growth and people accessing opportunities. People travel for a purpose, whether it is to get to work or education, to access services such as hospitals and shops, or to meet family and friends. We are working hard to ensure that our public transport networks and services are more accessible, available and affordable to those who rely on them the most, wherever they live and work. We are continuing to build stronger relationships with our devolved partners to ensure that public transport is serving the needs of local communities. The hon. Member for Glastonbury and Somerton raised a number of specific transport issues in her constituency. I will, of course, be happy to address those very specific issues outside the Chamber, but I now turn to the core themes, starting with the integrated national transport strategy. The Government’s manifesto committed to developing a long-term strategy for transport, and it said “transport services have remained fragmented and inefficient with companies and sectors failing to speak to and plan with each other.” This Government want to focus on how transport can be designed, built and operated to better serve all people who use it, and to enable them to live fulfilling lives. Rural bus services have been mentioned quite a lot in this debate. By giving local transport authorities more power to deliver the model that works best for their area, and by giving them flexibility on funding, they can deliver comprehensive bus networks, including the use of demand-responsive transport where appropriate and desired, to make bus services work for all communities, including in rural areas. The buses Bill will put decision making in the hands of local leaders across England, including those in rural areas, to determine how best to design their local bus services so that they have control over routes and schedules. Bus franchising can be for all areas of the country, and it is not reserved for places like Manchester, which has done it so effectively. We are looking at various franchising models, which we hope to expand on during the Bill’s passage. Members have raised the need for real-time information, and I totally agree. Such information is important in empowering people to make effective decisions and in raising people’s confidence, particularly women and girls, to go out and use public transport, as they know whether the bus will turn up on time or whether they should wait a little longer before going out for the bus. These little things can make a lot of difference to passenger confidence. As part of the Budget, we confirmed more than £1 billion for the 2025-26 financial year to support bus services in England, outside London, and to keep fares affordable. The current £2 cap on single bus fares had been due to expire at the end of this year, but it will now be replaced by a £3 cap to help millions of people access better opportunities and to promote greater bus use. I thank the hon. Members for Horsham (John Milne) and for Guildford (Zöe Franklin) and my hon. Friend the Member for Swindon North (Will Stone) for their contributions. On accessibility, the Rail Minister has committed to working with the disabled community to develop and publish an accessibility road map ahead of GBR being set up. I thank my hon. Friend the Member for Stroud (Dr Opher). As I mentioned a moment ago, franchising can meet the needs of communities of all shapes and sizes across the country, and I hope we can demonstrate that during the passage of the buses Bill. I also thank the hon. Member for Thornbury and Yate (Claire Young) and my hon. Friend the Member for Leeds South West and Morley (Mr Sewards), who share many of the same transport challenges. I put on record my thanks and admiration for the queen of buses, the West Yorkshire Mayor, for everything she is doing to promote buses in West Yorkshire, including taking them back into public control. Finally, I thank the hon. Member for Taunton and Wellington (Gideon Amos). I am sure the Rail Minister will have heard his comments on his station projects.

• 5 Dec 2024 · Improving Public Transport · Hansard source

  More

  I am sure the Secretary of State will have heard that message, as will the Rail Minister regarding the hon. Gentleman’s individual project. I thank my hon. Friends the Members for Edinburgh South West (Dr Arthur), for Rossendale and Darwen (Andy MacNae) and for Croydon East (Natasha Irons). I am sure my hon. Friend the Member for Croydon East will welcome the £485 million that was delivered to Transport for London in the last Budget; as a northern MP, I can say that without any hesitation. I thank my hon. Friend the Member for East Thanet (Ms Billington) for her passionate speech, which was delivered by a passionate advocate for public transport. Turning to the comments made by the shadow Secretary of State, I will take no lectures from the Opposition on public transport. Looking at the Opposition Benches, all I will say is this: a picture paints a thousand words.

• 12 Nov 2024 · Transport Infrastructure Projects: Elizabeth Line · Hansard source

  More

  It is a pleasure to serve under your chairmanship, Mr Vickers. I thank all Members for their contributions to the debate, and I thank my hon. Friend the Member for Reading Central (Matt Rodda) for securing it. I appreciate the transformational impact that the full opening of the Elizabeth line has had on my hon. Friend’s constituents. The Government fully recognise the importance of investing in infrastructure to support economic growth, promote social mobility and tackle regional inequality. The Government recently delivered to the House their first Budget, which set out significant investment in transport to support everyday journeys and address poor connectivity in towns and cities across the country. That includes capital investment, such as £485 million for Transport for London’s capital renewals programme, including funding for rolling stock on the Piccadilly and Elizabeth lines; funding of more than £650 million for local transport to ensure that transport connections improve in towns, villages and rural areas, as well as in major cities; a £500 million increase in 2025-26 compared with 2024-25, for local road maintenance; an additional £200 million for city region sustainable transport settlements, bringing local transport spending for Metro Mayors in 2025-26 to £1.3 billion; an investment of an additional £100 million in cycling and walking infrastructure in 2025-26, to support local authorities to install cycling infrastructure and upgrade pavements and paths; and over £200 million in 2025-26 to accelerate the roll-out of electric vehicle charging infrastructure. Let me turn to the Elizabeth line. This fantastic east-west rail link through central London has revolutionised travel in the city and beyond. Since it opened in 2022, it has enabled more than 400 million passenger journeys. It has dramatically improved connectivity—particularly for areas that previously had poor accessibility—and reduced crowding and cut journey times. Indeed, it has proven so popular that, with Government support, TfL has ordered 10 additional trains. They will be produced by Alstom in Derby, with the first train scheduled to be delivered to TfL in 2026. That will not only further improve the service capability on the line, but enhance supply chain capability throughout the country. There have also been challenges, of course. I am sure that my hon. Friend is concerned about the issues regarding the overhead electrification on the Great Western main line. I am advised that many of those failures are due to dated equipment installed in the 1990s. Network Rail plans to renew the outdated equipment during the next five years to improve reliability for passengers. Furthermore, some delivery challenges arose due to the relationship between the Department for Transport and Transport for London having grown strained at times. I am pleased to say that that has been reset under this Government, and both organisations are working together to continue to deliver the full benefit of the Elizabeth line. The benefits of the Elizabeth line will continue to grow. My Department is working closely with the wider industry, in particular TfL, to integrate existing Elizabeth line services effectively into the new station at Old Oak Common. The interchange between High Speed 2 and Great Western main line services at Old Oak Common will provide significantly enhanced connectivity with the west of England, Cornwall and south Wales. Old Oak Common will operate as the London terminus for HS2 until construction of the link into Euston. Onward connectivity to central London will be provided via an interchange with the Elizabeth line, with journey times of about 14 minutes to Heathrow airport, 15 minutes to the west end, 20 minutes to the City and 25 minutes to Canary Wharf. My Department is working with the rail industry to minimise disruption during the construction of Old Oak Common station. We have allocated £30 million to enable services to continue to operate during construction. That includes electrification of the “Poplars” line, which will enable Elizabeth line trains operating west of Ealing Broadway to get into their maintenance depot. I will now reflect on some other items raised by hon. Members. I will take part in my hon. Friend’s quiz and say that the Elizabeth line is the most significant addition to London’s transport network in a generation. As I said, journey times have been slashed and new journey opportunities created, while crowding on other routes has declined. Crossrail and its supply chain have supported the equivalent of 55,000 full-time jobs across the country and have created more than 1,000 apprenticeship opportunities. Crossrail was an ambitious, multi-decade £19 billion infrastructure project to build the Elizabeth line, a new, world-class, high-frequency 73-mile railway across central London and beyond, jointly sponsored by the DFT and TfL. I can tell the hon. Member for Surrey Heath (Dr Pinkerton) that transport will of course play a central role in our mission-led Government. We have already seen the introduction of Bills on buses and on the public ownership of our railways. We are absolutely determined to ensure that public transport is improved. My hon. Friends the Members for Bexleyheath and Crayford (Daniel Francis) and for Dartford (Jim Dickson) asked about the extension to Ebbsfleet. Transport for London is responsible for the operation of the Elizabeth line. Currently, there are no plans to extend the line from Abbey Wood to Ebbsfleet International, although the route is still safeguarded. I have no doubt that my hon. Friends will continue to lobby TfL on that issue. Turning to the hon. Member for Strangford (Jim Shannon), of course connectivity is critical. He will be pleased to know that work has already commenced on our integrated transport strategy, which will be an important part of our work in Government. The hon. Member for Wokingham (Clive Jones) talked about railways. The starting gun has already been fired on reform of our railways. In fact, the Passenger Railway Services (Public Ownership) Bill was the first Bill I stood at the Government Dispatch Box to take through the House. I will ensure that the Rail Minister writes to the hon. Member about his other points. I agree with my hon. Friend the Member for Derby North (Catherine Atkinson) that increasing infra- structure investment is a vital part of delivering on our No. 1 mission of growing the economy and creating jobs. We are serious about ending the cycle of under-investment that has plagued our infrastructure systems for more than a decade. I will pass the comments from the hon. Member for Caerfyrddin (Ann Davies) on to the Rail Minister, but needless to say, we are looking at our infrastructure investment as part of the review. My hon. Friend the Member for Tamworth (Sarah Edwards) mentioned net zero. As well as placing passengers at the heart of our railway, ensuring that we maximise our potential for freight will go a long way towards achieving that. The hon. Member for Wimbledon (Mr Kohler) mentioned the overspend. Over the years, the cost for phase 1 of HS2 soared due to poor project management, inflation and poor performance from the supply chain, with a failure to deliver to budget. On 20 October, the Transport Secretary announced a series of urgent measures to control the cost of HS2 and bring that back on track. Looking ahead, the next spending review will focus on the Government’s mission and manifesto commitments through growth and public service improvements over the long term. It is important that opportunities presented to invest in complementary infrastructure west of London are considered fully in the context of the forthcoming second phase of the spending review and the need to drive economic growth. The Government will continue to work closely with local communities, local leaders and industry to continue to deliver transport infrastructure projects that ensure that transport remains at the heart of our mission-led Government.

• 5 Nov 2024 · Draft Franchising Schemes (Franchising Authorities) (England) Regulations 2024 · Hansard source

  More

  I thank Members for their consideration of the regulations, and I will try to respond to the points they have raised. On funding, the Government have committed to delivering better buses, and the investment confirmed in the Budget is the next stop in our journey towards improving services. We have confirmed investment of over £1 billion in 2025-26 to support improved bus services and to keep fares affordable. That funding includes £151 million to introduce the £3 national bus fare cap on single fares from 1 January until 31 December 2025; £640 million for local transport authorities to support and improve bus services in their bus service improvement plans; and £285 million for the bus service operators grant, to protect and continue the running of existing services. Of course, officials now need to run a detailed business planning exercise to work out the exact allocation of those amounts. Local transport authorities and bus operators will see further information on that as soon as possible when the process is concluded. That investment sits alongside measures we have already undertaken to reform the bus system, including through the buses Bill, which will be introduced later in this Session, as we seek to ensure that local leaders have the powers they need to deliver better buses in their areas. Let me turn now to how we will support local transport authorities to deliver franchising. The changes provide additional options to enable franchising, so that local transport authorities have the ability to choose the model that works for them. There is no one-size-fits-all approach; it could be franchising, municipal bus companies or enhanced partnerships. The Department for Transport is building its capacity to provide tangible, on-the-ground support for local authorities that wish to take back control of their bus services. The buses Bill aims to make franchising easier and cheaper to deliver, to further reduce the barriers to bus franchising. The Department for Transport is working with stakeholders to determine how local transport authorities can best make use of the new toolkit the Bill will provide and deliver bus services suited to the needs of their local communities. On rural communities, I would argue that local transport authorities are actually best placed to manage their local networks. By devolving powers to their areas and allowing them to take back control and have a greater say over the funding, we are leaving them much better placed to make decisions on rural bus routes than someone sitting in Whitehall or indeed Westminster. This statutory instrument represents an important first step towards delivering the Government’s aim of ensuring that local authorities have the tools they need to plan and deliver services in a way that suits their communities, and the upcoming buses Bill will build on that progress. Through this statutory instrument and the Bill, the Government will deliver on their plan to improve bus networks and end the postcode lottery of bus services. That plan is centred on putting control of local bus services back into the hands of the local communities that use them, and will give local leaders more control and flexibility over bus funding, as well as the freedom to take decisions that deliver their local transport priorities. This statutory instrument reduces the barriers that may prevent local transport authorities from pursuing franchising, and is a crucial first step in the process I have outlined. I commend it to the Committee. Question put and agreed.

• 5 Nov 2024 · Draft Franchising Schemes (Franchising Authorities) (England) Regulations 2024 · Hansard source

  More

  I beg to move, That the Committee has considered the draft Franchising Schemes (Franchising Authorities) (England) Regulations 2024. It is a pleasure to serve under your chairmanship, Mr Rosindell, to discuss the draft regulations, which were laid before the House on 9 September. I congratulate the hon. Member for Orpington on his appointment to the shadow Front Bench. Buses are the most popular form of public transport, with 3.4 billion passenger journeys made on local buses in England in the year ending March 2023. They are an essential part of our national transport system in both urban and rural areas. Many people rely on buses to get them where they need to go, whether that is work, school, the hospital or the shops. Modernising transport infrastructure and delivering better buses is at the heart of the Government’s plan to kick-start economic growth in every part of the country and to get it moving. However, numbers of passengers and bus services have declined, with 2 billion fewer annual bus journeys in 2023 than in 1985, and almost 300 million fewer miles driven by buses in 2023 than in 2010. Enough is enough. The Department for Transport is embarking on a reform programme to deliver its commitment to empower local leaders to take control of their bus services, and to support more integrated and effective bus networks. The better buses Bill, announced in the King’s Speech on 17 July 2024, is a major part of that plan, but the Department is taking more immediate action to support local leaders to deliver better buses. The first step was taken on 9 September 2024, when the Department announced a package of bus franchising measures, comprising two elements, to support the plan. The first is the publication of a consultation to gather views on the proposed updates to streamline bus franchising, which will speed up and lower the cost of pursuing franchising for local transport authorities. The Department is considering the views it has received and will publish its response shortly. Secondly, this statutory instrument was laid to open up bus franchising to all local transport authorities. Both measures support the Government’s aim of ensuring that local authorities have the tools they need to plan and deliver services in a way that suits their needs. Bus franchising is one of those tools. Under this model for providing bus services, local authorities grant private companies the exclusive right to operate in a specific area or on a specific route. The authorities retain control over key aspects of the service, such as routes, timetables and fares. Where bus franchising is in place—in London and now in Greater Manchester—buses have thrived. Greater Manchester has already improved reliability and significantly grown passenger numbers, less than a year after moving to franchising. Bus franchising powers were created for local transport authorities in England outside London in the Bus Services Act 2017. The powers to begin a franchising assessment—essentially a business case—were automatically provided to mayoral combined authorities and mayoral combined county authorities. Currently, all other types of local transport authority wishing to prepare a franchising scheme assessment face a two-stage pre-assessment process. First, regulations must be made to switch on access to franchising powers. Secondly, the Secretary of State must give her consent to any individual authority to prepare an assessment of its proposed franchising scheme. This statutory instrument implements the initial stage of that process for all local transport authorities, ensuring that they will need only to obtain the Secretary of State’s consent to prepare a franchising scheme assessment. That will reduce the barriers facing those local transport authorities in pursuing bus franchising. This statutory instrument, and the updated bus franchising guidance, is focused on what can be achieved quickly to bring much-needed reform to bus services. The Government are not mandating changes within this statutory instrument. Bus franchising remains optional, and local transport authorities are best placed to decide which approach is right for their areas. Our plan is about ensuring that local leaders have as many tools and options at their disposal as possible to deliver better services for passengers. The Department will also provide dedicated support to local authorities interested in pursuing bus franchising. The next stage of our reform will be the introduction of the buses Bill, which will seek to make bus franchising even quicker and easier to deliver, to devolve funding and to improve accessible travel. It will also improve bus services for councils who choose not to franchise. The transformative work the Government are doing will turn the tide by giving communities the opportunity to control local bus services and have a real say in building the local transport networks that form part of their communities. I commend this statutory instrument to the Committee.

• 21 Oct 2024 · Taxi Licensing: Deregulation Act 2015 · Hansard source

  More

  I will not give way; I mean to make some progress. There is a balance to be struck here and the Government are committed to working with all stakeholders to get it right. Most if not all Members will, like me, have more than one licensing authority in their constituency. Our constituents do not live their lives within the boundaries of a local authority area. Their lives will take them across borders frequently. They may live in one area, work in another and socialise in a third, but they might still prefer to use their tried, tested and trusted local operator. It is therefore important for whatever actions the Government take to be examined in detail, so that all the possible benefits and consequences are fully understood. Our taxi and PHV industry is, on the whole, very well regulated in terms of safety. We are all too aware of failings in the past and their awful consequences for the most vulnerable in society, and that cannot and must not ever happen again. Since those failings were identified, much has changed. Anyone who wishes to become a driver must be considered fit and proper to do so before any licence is granted. I thank my hon. Friend the Member for Telford (Shaun Davies) for his contribution; he has been a passionate and effective campaigner on this issue for many years. I am aware of the report, and I am happy to meet him to discuss it in more detail. All authorities in England now require drivers to undergo enhanced DBS checks as part of the “fit and proper” assessment. A national database must be used to record all instances in which a driver’s licence is refused, revoked or suspended on safeguarding, road safety or unlawful discrimination grounds. In short, regardless of where in the country a driver is licensed, passengers can feel reassured that that driver has undergone extensive vetting. Overall, our regulation is increasingly effective, but it is far from perfect, and a conversation still needs to be had about how we can ensure consistent standards for passengers across the country, and how we can put their safety at the heart of the sector. After all, some legislation harks back to the days when a taxi was a horse-drawn carriage. Some solutions may create more problems than they solve, which is why I need Members’ support. I ask them to work with the local authorities in their constituencies to ensure that authorities are using their existing powers appropriately. Safety must always come first, but putting up unnecessary, costly barriers to obtaining a licence, or making those who want to obtain a licence for where they intend to work wait months before they can start to earn a living to support themselves and their families, helps no one. Overwhelmingly, those in the sector and those who seek to enter it want to do the right thing, and they need to be helped to do just that. We will continue to help authorities to make the best possible use of their existing powers. That must include authorities working together across boundaries in co-authorisation agreements, so that one authority’s enforcement officers can take action against drivers and vehicles licensed by the other authority. They can work with their local police forces in joint enforcement operations, or use the community safety accreditation scheme to equip their enforcement officers with targeted powers—such as the power to pull over taxis and PHVs at the roadside—so that they can do their jobs more effectively. Out-of-area working is not, should not and need not be the norm, but we need licensing authorities to ask themselves if they are doing what is best for passengers. Just as we are asking local authorities to see what they can do, we are looking at what we can do to help the better regulation of the sector. A range of options is being considered, and I welcome the debate and the ideas of my parliamentary colleagues. I hope that we can work together to find a solution and continue to support a successful taxi and PHV trade, one that is safe, accessible and affordable, and one that continues to serve the wide range of needs of our diverse communities. Question put and agreed to.

• 21 Oct 2024 · Taxi Licensing: Deregulation Act 2015 · Hansard source

  More

  I thank my hon. Friend for his intervention. I agree that our taxi trade played a vital role during the covid pandemic. I will, of course, take his comments away with me. Rather than decline or cancel a booking, if an operator did not have a driver and vehicle available, the ability to subcontract to another operator, often within the same company, meant passengers would be better served, as they would not have to find an alternative. The operator could do that for them. Ending the subcontracting of bookings to operators licensed by another authority would not stop out-of-area working. Under the current legislation, it would remain possible for a PHV or a taxi licensed by any licensing authority to carry passengers anywhere. If subcontracting was banned again, and banned in London for the first time, operators would be able to choose to license with a single authority or to have regional hubs and direct all bookings through those. I turn now to cross-border hiring or out-of-area working, which I believe more accurately reflects the real issue. The difference—I hope we can all accept this —is that people naturally travel across local authority borders, and that some flexibility in the licensing system is beneficial to both passengers and the sector. Out-of-area working is the practice whereby the PHV driver licenses with one authority but intends to work predominantly or exclusively in other areas. PHVs provide a wide range of services, such as home-to-school transport, executive hire and other specialised services. We need to ensure that our regulation of the sector provides the necessary flexibility, while ensuring that local authorities have the tools they need to deliver on their objectives for the industry.

• 21 Oct 2024 · Taxi Licensing: Deregulation Act 2015 · Hansard source

  More

  I thank the right hon. Gentleman for his intervention, and I will certainly take a look at the report. I understand that there are concerns about authorities’ ability to carry out effective enforcement in their areas, especially against drivers and vehicles that they have not licensed. We are considering numerous options to address that, but I would also urge caution. Certain options could have negative consequences, both for the sector and for passengers. Restricting operations could reduce the availability of services, increasing fares and waiting times for passengers, and bringing more dead miles for drivers. I am sure the last thing any of us would want to do is to drive members of the public into the cars of those who are unlicensed and unvetted, waiting at the roadside or offering rides on social media. We also need to consider the context within which we are working. In England, there are 263 licensing authorities. A high number of authorities are, in some cases, responsible for licensing a very small number of drivers and vehicles which serve a small area.

• 21 Oct 2024 · Taxi Licensing: Deregulation Act 2015 · Hansard source

  More

  I do not know about you, Madam Deputy Speaker, but I feel a Westminster Hall debate may be coming soon. First, I thank my hon. Friend the Member for Harlow (Chris Vince) for securing this debate. The taxi and private hire vehicle—or PHV—sectors provide a vital service to our communities. Whether that is taking elderly people to their hospital appointments or making sure that children get their education, every day our hard-working taxi and PHV drivers show up and deliver an excellent service. The benefits of having a thriving taxi and PHV sector should not be underestimated. These services play a crucial role in our leisure and tourism industries, taking passengers to and from airports and railway stations, and in our night-time economy, making sure that everyone—particularly young women and girls—can get home safely after a night out when other modes of transport might not be available. That is why I am so pleased to see this great industry being debated in the House tonight. I am sure that Members will recognise and applaud the work of our taxi and PHV drivers and operators. Turning to my hon. Friend’s point about the Deregulation Act 2015, I would like to take this opportunity to share what I have learned about this issue since I became the Minister with responsibility for local transport. The 2015 Act did not enable PHVs to work anywhere; PHVs and taxis have always been able to fulfil bookings anywhere. Evidence submitted to the Transport Committee in 2011 shows that out-of-area working was an issue long before the Act. The Act enabled the subcontracting of bookings to operators licensed by other authorities, as was already allowed under the legislation that applies in London. That was introduced to enable an operator to more easily meet customer requests.

• 16 Oct 2024 · National Highways Maintenance and the A5036 · Hansard source

  More

  It is a pleasure to respond to my hon. Friend the Member for Bootle (Peter Dowd)—although I agree with him: it is more of a pleasure to see you in the Chair, Mrs Harris. Good transport connections are key to unlocking essential growth for cities, which is why I thank my hon. Friend for calling this debate. I note that this is the third debate that he has secured on the subject of the A5036; he is indeed a strong advocate for his constituents and for road users, campaigning extensively on the proposed improvements to this vital road in his constituency. Transport links play a crucial role in supporting productivity, innovation and economic growth in cities, towns and communities. That is why the Government are determined to build a transport infrastructure to drive economic growth and opportunity in every part of the country and deliver value for money for taxpayers. Our strategic road network is the backbone of our country’s economy: with 4,500 miles of motorways and major A roads, it connects people, builds communities, creates opportunities and helps the UK to thrive. Although it makes up only 2.4% of England’s overall road network, it is the most heavily used part, and carries a third of all traffic and two thirds of all freight. Transport is at the heart of this mission-driven Government. We will transform infrastructure to work for the whole country—to unlock growth, promote social mobility and tackle regional inequality. The A5036 performs a number of important functions. It serves its local community as a commuter route, acts as a link for trips to and from Bootle, Maghull and Liverpool city centre and forms part of the strategic road network providing national routes to and from the port of Liverpool. My hon. Friend will be aware of the previous Government’s commitments to improve the A5036 Princess Way, and I know that he has long campaigned against the scheme, but he will also be aware that the Secretary of State has commissioned an internal review that will look at the Department’s capital projects. That review will consider the Department’s capital portfolio spending, including on road projects such as the A5036 Princess Way, and will include and inform the Department’s new long-term strategy for transport, developing a modern and integrated network with people at its heart and ensuring that transport infrastructure can be delivered efficiently and on time. He will appreciate that we are not yet able to provide assurances on any individual project at this time, but we will provide any updates once that review has concluded. My hon. Friend raised an important point about finding a multi-modal solution that includes rail. I am aware of the commitment to find a multi-modal solution to port access and wish to acknowledge the work of the port access steering group, chaired by the Liverpool city region mayoral combined authority. He will be aware that the Liverpool city region mayoral combined authority is also consulting on its fourth draft of the local transport plan, which will include a strategy for freight and logistics. National Highways supported the city region to develop that plan, and the Department awaits its adoption with interest. Turning to the issue of Park Lane footbridge, as my hon. Friend will be aware, the bridge was struck by a heavy goods vehicle in October 2022 and National Highways has since installed a temporary signal-controlled crossing for cyclists and pedestrians. National Highways has undertaken a review of possible solutions and determined, as he said, that a permanent signal-controlled crossing at all arms of the junction is the best solution. In considering that option, National Highways considered the need to provide safer journeys for everyone, including those with mobility issues, cyclists, and parents with pushchairs. I have heard my hon. Friend’s message on information sharing and candour loud and clear, and will of course discuss the issue with the Under-Secretary of State for Transport, my hon. Friend the Member for Nottingham South (Lilian Greenwood), who is the Minister for the future of roads. National Highways is working with Sefton council and Active Travel England to develop the scheme, which will align with other schemes, including the nearby maritime corridor active travel scheme. National Highways expects to start work on the crossing in the next financial year. This is partly due to the need to co-ordinate roadworks at Park Lane and the Atlantic gateway maritime corridor, together with safety improvements at Switch Island, along with pavement resurfacing work, which is planned for delivery in the first half of 2025-26.

• 16 Oct 2024 · National Highways Maintenance and the A5036 · Hansard source

  More

  As I say, I will take that back and discuss that further with the Minister for Future of Roads. I agree that maintenance of the strategic road network is of the utmost importance. The National Highways maintenance regime is guided by the standards contained in the design manual for roads and bridges. It has a programme of maintenance activities for the A5036 planned for this year, which I can assure my hon. Friend is mostly completed now. Outstanding works on the grass and vegetation will be completed by the end of this financial year. My hon. Friend will also be pleased to know that National Highways is currently delivering a scheme to improve safety at Switch Island. This includes average speed cameras on the M57 approach and red light enforcement at some of the traffic signals on the junction. Those vital safety improvements will be completed by the end of this financial year. I thank my hon. Friend once again not only for securing this debate and for the important points he raises—I will raise the issues of candour and information flow with the Minister for roads—but for his continued commitment to champion the needs of his constituents. I hope he is satisfied by the response I have provided, which has made it clear that the Department recognises the vital importance of good transport links for cities, regions and the whole United Kingdom. Question put and agreed to.

• 10 Oct 2024 · Chiltern Railways: Capacity · Hansard source

  More

  Chiltern’s business case assesses both like-for-like and enhanced capacity rolling stock options. Like-for-like offers similar capacity to the current fleet but more modern trains to deliver a better customer proposition. Enhanced capacity would enable Chiltern to run more services to relieve crowding. Both options are still under consideration ahead of further market engagement. A final decision will be made taking into consideration value for money and affordability.

• 10 Oct 2024 · Chiltern Railways: Capacity · Hansard source

  More

  Officials will continue to work with Children Railways to support the delivery of its fleet renewal programme to improve passenger experience and drive sustainable growth across the region. Chiltern is exploring options to expedite its procurement of additional trains while following robust assurance steps to ensure that it has a strong business case that delivers value for money for the taxpayer.

• 10 Oct 2024 · Topical Questions · Hansard source

  More

  We are aware of concerns about the current legislative and regulatory framework and would be delighted to meet her to discuss that further.

• 10 Oct 2024 · Topical Questions · Hansard source

  More

  We are considering the benefits that have accrued as a result of the £2 bus fare and what steps we will take next. Of course, that will all form part of the spending review.

• 10 Oct 2024 · Trams: Leeds and West Yorkshire · Hansard source

  More

  West Yorkshire combined authority has been allocated £200 million of Government funding for 2022 to 2027 to develop a new mass transit system, including £160 million from the city region sustainable transport settlement, and £40 million from the integrated rail plan. I commend the hard work and tenacity of Tracy Brabin as the Mayor of West Yorkshire, who is determined to create a better connected region that works for everyone.