Category: Transportation

Matt Rodda – 2020 Speech on Bus Fare Data

Below is the text of the speech made by Matt Rodda, the Labour MP for Reading East, in the House of Commons on 16 June 2020.

It is a pleasure to respond in this debate on behalf of the Opposition. I am grateful to the Minister for the detailed technical briefing she offered me from the Department. We will not be calling for a vote on these proposals. I will respond to the specific measures and new powers set out in the SI, but I also want to comment on how the proposals help to address the wider issue of how we can improve our bus services, which outside of London and a handful of other areas have faced deep cuts in recent years.

Before I respond, I put on record my support for our bus services and the workforce who have been on the frontline during the coronavirus crisis. I pay tribute to our bus drivers and other transport workers. They are key workers who have kept vital public services running during the most serious and sustained crisis this country has faced since the second world war. The public are immensely proud of our key workers, and I hope the House will agree that it is important that bus workers are recognised as key workers and receive the support that they deserve.

It is also important to remember that a number of bus workers and other transport workers have sadly died during the pandemic. I offer my deepest condolences to their families, and I hope Members from all parts of the House will join me in support of those and other key workers who have paid the ultimate price in our struggle with the coronavirus. I urge the Government to look again at health and safety on bus services and the financial support available for the families of those workers who have lost their lives. That is vital in the coming weeks.

I am pleased that the Government have listened to calls from Labour and the unions for passengers to have to wear masks on public transport. I should say I was one of those passengers today. There is more to do to improve health and safety, such as tackling the risk of infection from drivers having to handle cash on buses and providing improved facilities for hand washing, which I know the Minister’s colleague in the Lords, Baroness Vere, is interested in supporting. I am also pleased that at a time of national crisis, we have been able, as the official Opposition, to work with the Government, trade unions and bus operators to consider these important problems, and I look forward to Ministers coming forward with further urgent improvements to health and safety.

Before turning to the regulations, I will mention the significant economic effects of the crisis on bus operators and workers. We welcome the Government’s financial support for bus services during the coronavirus crisis and as lockdown eases. However, I underline the importance of that being applied fairly. Support needs to be maintained while demand for bus travel returns to normal, which could take some months.

The current funding package is welcome, but it is offered to bus companies on a flat rate per mile, which is then multiplied by the distance of the routes that they travel. That inadvertently favours some rural routes and areas with lower wage costs, while disadvantaging urban or suburban operators, particularly those in areas where housing costs and costs of living are higher. I hope Ministers will look again at that and offer a fair deal to the whole country. Will the Minister meet me and MPs from all parts of the House who have concerns about this important issue? I note that she is nodding, and I am grateful for her support.

It is also important that the Government review the length of time that support is available to reassure operators about the future of their businesses, as we have seen for other sectors of the economy, and to help them to plan for a gradual increase in passenger numbers. I understand that some operators are now experiencing around 20% of normal demand, up from just 10% during the height of the crisis. However, it is unclear how long it will take for passenger numbers to return to normal, and the current funding package ends during the summer. A further guarantee of funding would be welcome for the industry.

Turning to the substance of the regulations, which are intended to help the bus sector, it is positive to see the Government’s interest in our bus services. That has not always been the case in recent years, despite buses being the most common mode of transport for commuters and, indeed, a lifeline for older and vulnerable people. Since 2010, Government funding for bus services has fallen by 45% and hundreds of routes have been lost, largely because of Government cuts to subsidies for socially vital services, as many Members will know. This policy has led to a steep decline in bus use and, I am afraid, increasing isolation, other social problems and, indeed, greater damage to the environment. I should add that things have got so bad that two major bus operators have thought about selling off large parts of their business.

Ian Paisley (North Antrim) (DUP)

Does the hon. Gentleman agree that the best way for the Government to address those matters is urgently to introduce a national bus strategy, which would put in place a hydrogen technology programme that would allow the development of a new bus building programme that would be totally free of a carbon footprint?

Madam Deputy Speaker (Dame Rosie Winterton)

Order. I am anxious that we stick to the substance of the regulations. Matt Rodda.

Matt Rodda

Thank you, Madam Deputy Speaker. I thank the hon. Gentleman for his intervention. I am going to try to cover the environment and other forms of innovation later in my speech.

Ministers are now trying to find ways to address the need to grow bus use, and the regulations address one small aspect of that, which is to allow greater sharing of bus data on timetables, fares, reliability and, indeed, the location of buses in real time. The Department hopes that making more information available to app developers will lead to more information about bus services being made available to the public, which in turn will increase passenger numbers. There are hopes that those measures could lead to a growth of about 2% in bus use, based on the effect of the policy in London.

I would, however, add a note of caution. First, I would ask the Minister to reassure the House that the Government’s intention is not to allow disruptive businesses like Uber to try unfairly to entice passengers away from bus services, which could risk undermining some routes, including those that are a lifeline for older people and many who are vulnerable. I hope that she will address that point when she sums up and offer specific reassurance. Secondly, I urge her to regard the measure as one in a series which, I hope, will support our bus services and allow them to grow, both now and in future.

Going forward, I hope that the Government will offer the same level of interest and support for a series of measures that have been shown to increase bus use and improve services. One of the best known is allowing councils to regulate services, which has been associated with much greater bus use in London, where there is a dramatically different picture of bus patronage. Will the Minister look at that again and allow all councils to explore that option, not just those with elected Mayors?

Another measure that is strongly associated with growing bus use is allowing councils to run their own bus companies, which used to be common in both Labour and Conservative-controlled local authorities. Council-owned companies in my own town of Reading and in Nottingham have experienced strong growth in bus use for many years—something that, outside London, is almost unique in England. Municipal buses offer low fares, frequent services and modern vehicles that are popular in those communities, and I invite the Minister to come to Reading. [Interruption.] I understand, Madam Deputy Speaker, and I will proceed rapidly through the rest of my speech.

Madam Deputy Speaker (Dame Rosie Winterton)

Order. I simply want to make sure that the hon. Gentleman is addressing the regulations.

Matt Rodda

I will come back to them. This is part of the wider picture of the need for investment as a whole.

There are a range of other measures that I hope Ministers will reconsider, along with the regulations. For example, that could include more bus lanes and other bus priority measures to ensure more reliable services on busy roads and smarter support for innovation, which the hon. Member for North Antrim (Ian Paisley) mentioned, including electrification of buses. The Government’s current scheme is welcome, but it could be improved, and I look forward to speaking to the Minister about that.

I hope that Ministers will look at the link between transport and new housing, and do more to develop brownfield sites and other ways of bringing housing close to public transport routes, which will increase bus patronage and protect the environment. Allowing more investment and such innovation measures would offer the prospect of significant growth in bus use, leading to real environmental and social benefits, far beyond the potential benefits of the app.

To sum up, we are not calling for a vote on these regulations for the reasons I stated earlier. I thank colleagues across the House for their support for bus workers and bus services. I hope the Minister will respond to the risk that these measures could be misused and that the Government will now carry out a wider review of their support for buses, to allow councils more powers to regulate and to provide better services, which have the potential to allow far greater bus use in the future.

June 22, 2020
Rachel Maclean – 2020 Statement on Bus Fare Data

Below is the text of the statement made by Rachel Maclean, the Parliamentary Under-Secretary of State for Transport, in the House of Commons on 16 June 2020.

I beg to move,

That the draft Public Service Vehicles (Open Data) (England) Regulations 2020, which were laid before this House on 13 May, be approved.

The draft regulations are being made in order to provide new legislation to require bus operators of local bus services across England outside London, including cross-border services, to openly publish data electronically about their services, including timetables, fares and location data.

This is open data that is published electronically. It is publicly discoverable and can be used by those who wish to do so without restrictions on its use and disclosure. Open data has transformed other sectors—for example, rail—with open data feeding customer-facing apps, such as Trainline and National Rail Enquiries, simplifying journey planning and ticket purchase. Bus open data will allow app developers to create applications, products and services for passengers so that they can plan journeys, find best-value tickets and receive real-time service updates. That is absolutely essential if we are to encourage the travelling public to use their local bus services and make the switch to public transport, which is vital to reducing congestion and improving air quality.

Since 2007, Transport for London has made all its bus and transport network data freely available through the London data store. Currently, more than half of these journeys—51%—are in London, with the remaining 49% across the rest of the country. Apps such as Citymapper and Bus Times are together found to be delivering economic benefits of between £90 million and £130 million a year.

Transport for West Midlands has also invested heavily to improve its public transport data in recent years and is one of the few areas to report year-on-year growth— of 7.8 million journeys—against a continuing backdrop of decline in bus passenger journeys elsewhere. Those statistics show that we can change how buses are perceived and attract new customers.

Currently, Citymapper only operates in Birmingham and London, but we need to enable the provision of such apps and services up and down the country. For example, the rules will mean that any operator of a local bus service across England must publish their timetable, fares and location data to the bus open data service before that service comes into operation. The rules will be enforced by the Driver and Vehicle Standards Agency, which will be able to conduct checks to ensure that the operator is complying.

In domestic law, where a local bus service is being operated across England, operators will be legally required to make the information freely available to comply with the Public Service Vehicles (Open Data) (England) Regulations 2020. Punctuality data will also be legally required and local transport authorities will be legally responsible for maintaining data about bus stops and stations.

It is a civil offence for any operator of a service to be in breach of the requirements in the regulations and the regulations will be commenced in a phased manner, with timetables and stop data requirements being enforceable from 31 December 2020. Basic fares and location data will be enforceable from 7 January 2021, with complex fares being added from 7 January 2023. Breaches of the requirements by operators can be enforced under existing provisions in section 155 of the Transport Act 2000. The draft instrument ensures that those operators who breach the new requirements may be faced with financial penalties or the removal of their licence. The fines can be up to £550, and that sum might be multiplied by the number of vehicles operating under all the PSV operator licences held. The policy area of public service vehicles open data is devolved, but Scotland and Wales are currently preparing equivalent legislation.

In summary, the regulations are essential for ensuring that the operators of local bus services are compelled to make essential information freely available to help passengers plan their journeys. The rules are at the heart of improving the public transport experience, digitally transforming the bus sector and the levelling-up agenda. I am sure that Members share my desire to ensure the rules can be fully enforced as soon as possible. I commend the regulations to the House.

June 22, 2020
Mike Kane – 2020 Comments on the Government and the Aviation Industry

Below is the text of the comments made by Mike Kane, the Shadow Aviation Minister, on 13 June 2020.

This cross party report lays out in stark detail that the Government has failed in its fundamental duty to protect jobs and livelihoods in response to the covid-19 crisis.

Labour has consistently called for a sectoral deal that supports the whole aviation industry including the supply chain based on our six conditions. Tory Ministers have failed to act and workers are paying the price.

June 14, 2020
Jim Shannon – 2020 Speech on Brexit and Civil Aviation

Below is the text of the speech made by Jim Shannon, the DUP MP for Strangford, in the House of Commons on 10 June 2020.

First, I wish the Minister every success in her new role; we look forward to watching her progress. It is also nice to see the shadow Minister, the hon. Member for Bristol East (Kerry McCarthy), in her place. I am sure a long career beckons for both—perhaps in different roles, but it is none the less important to say that.

I thank the Government, and the Minister in particular, for bringing forward the regulations to ensure that the removal of what would be onerous European legislation is complete. The very nature of aviation means that we travel large distances into different countries and uphold their aviation rules, but the fact is that we must be the ones who set our own standards, and they must be safe and appropriate and give the cover that is needed, as the Minister indicated.

Regulation (EC) 785/2004 established minimum insurance requirements for air carriers and aircraft operators in respect of passengers, baggage, cargo and third parties. It also required air carriers and aircraft operators to have insurance that covers specific risks, including all things that could possibly take place—acts of war, terrorism, hijacking, acts of sabotage, the unlawful seizure of aviation and civil commotion. Such protections obviously need to be in place, yet the point of the matter is that if anything is to change in our aviation, it is imperative that although we will in all likelihood align with basic regulations, the decision lies where it should: with Ministers of our Government.

Our aviation sector is in unprecedented times. The regulations before the House remind the industry that we have a role to play in the industry going forward, as other Members have said. Whether that is by supporting the industry through production in the Bombardier factory in Newtownards in my constituency, similarly to the situation mentioned by the hon. Member for Arundel and South Downs (Andrew Griffith); by supporting our airports to enable them to maintain connectivity across the whole of the United Kingdom of Great Britain and Northern Ireland, and globally; by supporting airline staff and their baggage handlers; or by supporting individual airlines—for instance, British Airways, to which the hon. Member for Arundel and South Downs referred, and in respect of which a number of my constituents, some with 30-plus years of loyal commitment to British Airways, are very concerned about their future—the pandemic will mean change for our aviation sector. Hard times are ahead, but tomorrow can be a better day if we have the commitment that the Minister and our Government are showing for the aviation sector.

We have a role to play, and this statutory instrument clearly shows that we are determined to leave Europe and stand alone at that date, regardless of coronavirus and European determination to exploit an awful time not just for the global economy, but for all the families directly involved with the aviation sector in the UK. This small wording and legislative change shows not only that are we prepared to leave, but that we are mindful of the needs of the industry and are equipped to deal with those needs. It is such a small change, which may seem meaningless to some, yet the message is clear: the aviation industry is a priority for Members of this House. I, for one, will look into anything that affects the strength of the industry. With that in mind, I support this instrument, which brings power back to the House.

June 11, 2020
Andrew Griffith – 2020 Speech on Brexit and Civil Aviation

Below is the text of the speech made by Andrew Griffith, the Conservative MP for Arundel and South Downs, in the House of Commons on 10 June 2020.

This is my first chance to welcome the Minister and the hon. Member for Bristol East (Kerry McCarthy) to their places. I congratulate them both on securing such an important brief at such a critical time.

I am pleased to support the Government on the Bill. As we leave the European Union and become a sovereign state once again, we should feel capable of regulating our own affairs, and to set our own level of insurance requirements in aviation. Just as it makes sense to control our own fisheries and protect our own marine environment, so it makes sense to do so for the sky above our heads. The acid test of a regulatory structure, however, must be whether it supports the aviation and aerospace sectors.

Having taken back control, we must be generous and collaborative with our international partners. I encourage the Minister, therefore, to seek bilateral aviation safety agreement with both the US Federal Aviation Authority and the European Union Aviation Safety Agency and ensure that where there are opportunities to deregulate further than either, we remain in alignment with both in respect of matters such as type certification, personnel licensing and trading standards.

While I am on the subject of regulation, I should like to congratulate Sir Stephen Hillier on his appointment as the new chair of the Civil Aviation Authority. My constituency, as well as being one of the most beautiful from the ground, is even more spectacular from the air. It is home to the excellent South Down gliding club, formed in 1930 and one of the oldest in the United Kingdom. Sir Stephen has a distinguished aviation career, and I ask him to consider making one of his priorities during his term in office the protection of airspace for recreational general aviation, such as gliding, which is so critical to providing affordable access to the skies and thereby inspiring future generations.

Going into this pandemic, our aviation sector was world leading in growth, jobs and competitiveness, but that is now at real risk. Aviation has taken the full force of the economic impact of the covid-19 crisis, devastated by border closures and the drop in passenger demand. Many of my constituents work for British Airways, Virgin, TUI and other airlines, or for businesses that are part of the extended Gatwick supply chain. I know of constituents such as Antonello and Grainne Patteri, who have served British Airways loyally for 24 years but whose loyalty sadly is not being reciprocated. I share their worry and frustration at how they are being treated, and it is right that I raise it with the Minister today.

While other industries are beginning their recovery, the downturn for aviation has only been exacerbated by the imposition of blanket quarantine, which hangs the “closed” sign on Britain just as our competitors reopen for business. I believe that the Minister fully understands, having previously worked in the financial sector, that if planes full of passengers from Iceland, whose last death from covid was in April, or from covid-free New Zealand were landing in the UK this afternoon, it would actually lower our average infection rate. I am reassured by the Government’s undertakings to implement air bridges as a matter of urgency, as well as to look again at testing on arrival—something I first raised in April—but could she be so kind as to provide an update in her winding-up speech?

My final point relates to future opportunities. Together with quantum computing, artificial intelligence, fintech and the life sciences, aviation and aerospace is one of the key industrial sectors where UK businesses have a global competitive advantage in a growing and high-value industry.

June 11, 2020
Kerry McCarthy – 2020 Speech on Brexit and Civil Aviation

Below is the text of the speech made by Kerry McCarthy, the Labour MP for Bristol East, in the House of Commons on 10 June 2020.

It has been some four years since I stood at this Dispatch Box, so it is a pleasure to be back. I took part in Transport orals a few weeks ago, but that was on one of the screens above us. I am very pleased to be here shadowing the Minister today. We have already established a constructive relationship. We debated our first statutory instrument together yesterday in Committee. As I said to her, I will be writing to her and scrutinising what she does, but in a spirit of constructive working. We have the decarbonisation of transport brief and the EU transition brief, both of which are incredibly important in the current circumstances.

The statutory instrument that we are discussing today is uncontroversial in that we accept that, now that Britain has left the European Union and the end of the transition period is in sight, we need to transfer relevant powers away from the European Commission and to the Secretary of State for Transport as smoothly as possible. I understand, a number of statutory instruments will be issuing forth from the Minister in the coming months, and that could be seen as a mechanistic process to ensure continuity. That does not mean to say, however, that we will not scrutinise and challenge if we have concerns about the way that the Government are doing things.

As the Minister said, the function of the measure is to ensure that there are minimum insurance requirements for air carriers and aircraft operators in respect of passengers’ baggage, cargo and third parties. My understanding is that that stems from the 1999 Montreal convention, whereby airlines are responsible for compensation in the case of death and injury to passengers, and are required to be adequately insured to cover any liabilities. The EU civil aviation insurance regulation sets out the minimum level required.

I have one question, which the Minister may have answered in her opening remarks. Given that the statutory instrument transfers power from the European Commission to the Secretary of State to set those minimum requirements, and that he—or she in future—can do so by regulation, is there potentially a risk that the minimum insurance levels will not be the same as they would be if we were still part of the EU scheme? I think that is quite an important point to note.

The statutory instrument is one of many that the Government are having to rush through Parliament as a result of what I would say is an unnecessary focus on an arbitrary date in our exit from the transition period. Given the limitations on parliamentary scrutiny at the moment because of the need for social distancing and the fact that not as many Members can take part in proceedings, as well as the delay that we have had over the past few months, there is a danger that we could be rushing delegated legislation rather than giving it the proper attention that it deserves. Given the need for certainty for the people who will be affected by such legislation, we do not want a logjam towards the end of the year, giving rise to uncertainty about whether arrangements will be put in place or not.

The fact that we have now got started, and that we have dealt with two of the statutory instruments this week, is a good start. I do not think, however, that fixing in law the end date for the transition period has been beneficial to the legislative process, and I am uneasy about the apparent lack of progress in ongoing negotiations with the European Union. The concerns about a damaging exit at the end of the year are very real. That is particularly important for the aviation industry, given that we are in a time of unprecedented economic upheaval for the sector.

The aviation sector’s need for certainty has never been greater. Brexit will inevitably have an impact on a business that is, by its very nature, about crossing borders and relationships with other countries, and the global pandemic has hit aviation especially hard. There has been a devastating collapse in air traffic of approximately 90%, which is putting at risk an economically vital industry that supports 230,000 jobs.

We need clarity from the Government on three major policy areas. The first is the one that we are discussing today—the legislation related to the European Union and the transition period. We also need clarity on the financial support for the industry, and on the nature of the measures that the industry must implement to avoid further spread of covid-19.

I am pleased that today we are establishing a degree of clarity on one aspect, as it relates to the EU transition period, but confusion still reigns over the Government’s quarantine for new arrivals, and we continue to wait for a specific conditional support package for the aviation industry. I and my colleagues in the shadow Transport team are very happy to work with Ministers to try to ensure that the aviation industry is given the certainty, the clarity, the direction and the support that it needs.

June 11, 2020
Rachel Maclean – 2020 Statement on Brexit and Civil Aviation

Below is the text of the statement made by Rachel Maclean, the Parliamentary Under-Secretary of State for Transport, in the House of Commons on 10 June 2020.

I beg to move,

That the draft Civil Aviation (Insurance) (Amendment) (EU Exit) Regulations 2020, which were laid before this House on 5 March, be approved.

It is a great pleasure to debate this statutory instrument. It is my first SI debate on the Floor of the House, and I had my first ever SI debate only yesterday.

This draft instrument will be made under the powers conferred by the European Union (Withdrawal) Act 2018 and will be needed at the end of the transition period. As hon. Members are aware, the Government are committed to ensuring that the UK has a functioning statute book at the end of the transition period, while we continue to work to achieve a positive future relationship with the EU. Although the Government will seek to reach the best outcome for the UK and the EU, it is our duty to make reasonable preparations for all scenarios, including by ensuring that there is a functioning statute book, irrespective of the outcome of the negotiations. To that extent, we have conducted intensive work to ensure that there continues to be a well-functioning legislative and regulatory regime for aviation, including for insurance.

This instrument is made under section 8 of the European Union (Withdrawal) Act 2018. It is subject to the affirmative procedure because it transfers an EU legislative function to a public authority in the UK. This procedure also enables the right level of parliamentary scrutiny for the proposed changes.

EU regulation 785/2004 requires air carriers and aircraft operators to be insured in respect of passengers, baggage, cargo and third parties, and against other risks, such as acts of war, terrorism, hijacking, sabotage, unlawful seizure of aircraft and civil commotion.

The amounts for which carriers and operators are required to be insured are measured in special drawing rights, an international reserve asset created by the International Monetary Fund.

The EU regulation also requires air carriers and aircraft operators to demonstrate their compliance with the minimum insurance requirements set out in the regulation. Elements of the regulation were developed in the aftermath of the 9/11 terrorist attacks in the US. They make provision for exceptional situations where a failure of the insurance market means that carriers are not able to demonstrate that they are adequately insured in respect of all the risks specified in the regulation.

The withdrawal Act will retain regulation 785/2004 in UK law in its entirety at the end of the transition period. The draft regulations we are considering make further changes that are necessary so that the EU regulation continues to function correctly after the end of the transition period. The withdrawal Act will ensure that the same minimum insurance requirements for air carriers and aircraft operators that apply today continue to apply after the transition period.

The Civil Aviation (Insurance) (Amendment) (EU Exit) Regulations 2018, which were debated in Committee in October 2018, made changes to the retained regulation so that it continues to function correctly after EU exit. The need for this additional statutory instrument arose due to the EU adopting regulation 2019/1243, which amended regulation 785/2004, after the 2018 regulations were made. The purpose of this SI is to fixed further deficiencies introduced by those amendments.

The amendments made by this SI are technical in nature. Regulation 785/2004 includes powers for the Commission to adjust minimum required levels of insurance where international treaties make that necessary. The 2018 regulations converted those powers into powers for the Secretary of State to do the same via regulations. However, since the 2018 regulations were made, the EU’s amendments to regulation 785/2004 have replaced the Commission powers with new versions more closely aligned to the legal framework established by the treaty of Lisbon.

To ensure that UK legislation continues to function correctly after the end of the transition period, these regulations take the same approach used in the 2018 regulations for the previous versions of the Commission powers. They replace them with powers for the Secretary of State to amend the minimum insurance requirements by regulations. That is what the SI is for. In summary, no change in policy is made by these regulations; they make only minor technical and consequential changes to ensure that UK legislation on aviation insurance continues to function effectively after the end of the transition period.

As I said in my opening remarks, we continue to work to achieve a positive future relationship with the EU. However, this instrument is an essential element in ensuring that we have a functioning statute book at the end of the transition period. It makes technical changes to ensure that UK legislation on aviation insurance continues to function. I hope colleagues will join me in supporting the regulations, which I commend to the House.

June 11, 2020
Nickie Aiken – 2020 Speech on Pedicabs in London

Below is the text of the speech made by Nickie Aiken, the Conservative MP for the Cities of London and Westminster, in the House of Commons on 9 June 2020.

I beg to move,

That leave be given to bring in a Bill to provide for the regulation of the carrying of passengers in Greater London by pedal cycles and power-assisted pedal cycles for hire or reward; and for connected purposes.

I am sure that hon. Members will be familiar with the sight of pedicabs or rickshaws on the streets of London. Before covid-19 they might have come out of the theatre to a row of pedicabs ringing their bells, playing their music, touting for business and haggling over trips to stations, restaurants, bars or hotels. Pedicabs may seem like a fun way to end an evening—a white-knuckle ride through the streets of London on the way home. But hon. Members might have found there was a sting in the tail. They might have been told when they arrived at their destination that the price originally agreed was for one person and, as they were two, the price had now doubled. I have heard of tourists being charged upwards of £100 for a mile journey.

Surely, you wonder, pedicabs must be regulated, run a meter, be insured and have their vehicles regularly inspected for faults and roadworthiness. Should they not have to undertake the same checks and balances of other vehicles for hire? Our traditional black cabs and private hires such as Uber are heavily regulated. Sadly, none of that is true for pedicabs. Due to a loophole in the Metropolitan Public Carriage Act 1869, pedicab operators are not classified as stage carriages. As a result, there is no requirement for insurance, no requirement for fares to be fixed or consistent, and no requirement for vehicles or drivers to be quality assessed. They are the only form of public transport in London that is not regulated in any way, and estimates suggest that there are about 2,000 of them in operation in central London alone.

Alongside the fact that because pedicabs are not insured or checked in any way they are a risk to those who use them, they are proving to be a risk and a disruption to Londoners at large. They often play loud music late into the night as they drive the streets. They can drive dangerously on the pavements, putting pedestrians at risk. Accidents are becoming more frequent, and hit-and-runs are not uncommon. They have also been known to promote criminal behaviour. According to a 2015 Evening Standard report, pedicab drivers were being paid tips by prostitutes for taking passengers to brothels for sex, and there were reports of their facilitating drug dealing across the city. Westminster City Council receives a large number of complaints regarding pedicabs. In 2016, the last year for which the council maintained figures in this area, approximately 1,000 council-led interventions against pedicabs were required.

This is not to say that all pedicab drivers or operators behave in this way. We have seen a growth in pedicab provision on the basis of providing an environmentally friendly alternative to taxis and other forms of public transport. Some operators have taken it upon themselves to insure their vehicles and drivers, as well as to regulate their fares. However, it remains the case that these good operators are under no obligation to take the steps that they have, and they remain in the minority. I would also like to take this opportunity to highlight the growing number of bona fide companies that we see using pedicabs to deliver goods around central London. Of course, they offer a more environmentally friendly delivery service, which should be welcomed. This is not about taking them off the roads; I would wish to encourage more much greener vehicles such as these on our streets, as long as they are roadworthy and the drivers have been checked.

That is why I and a cross-party group of London MPs have brought this Bill before the House today. It is essential that Transport for London is given the powers to regulate pedicabs to make sure they are safe, that their fares are reasonable and consistent, and that rogue operators can no longer present a threat to residents and businesses in London. I also have cross-party support from outside this place. The Bill is supported by the Mayor of London and Lambeth Council, as well as Westminster City Council and the Royal Borough of Kensington and Chelsea. It is also supported by London Councils, a cross-party organisation representing London boroughs. The Bill is supported by the Licensed Taxi Drivers Association, the New West End Company and the Heart of London Business Alliance, as well as residents associations and amenity societies across Westminster, including the Soho Society, the Marylebone Association, the St Marylebone Society, the Covent Garden Community Association and the Knightsbridge Association.

The Bill allows TfL to set the requirements of drivers’ eligibility and conditions, thereby preventing the current exploitation of some drivers by gangmasters. We must recognise that a minority of pedicab drivers may be at risk themselves of being trafficked and being part of modern slavery abuse. Having the regulation as outlined in the Bill could help to stop that practice if drivers have to be checked. The Bill protects the consumer by ensuring the quality and roadworthiness of vehicles. It will offer some comfort to businesses and residents by allowing for conditions to prevent pedicabs from standing or plying for hire in specific places or at specific times, as determined by Transport for London.

This is a simple Bill. It is a clear Bill, and it is a Bill that is much needed and much wanted. I understand that the Government are sympathetic to what the Bill wishes to achieve, as I note that the response to a written question from the hon. Member for Vauxhall (Florence Eshalomi) in April said:

“The Government is aware of concerns raised about unregulated pedicabs in London and as such, has committed to seek opportunities to introduce legislation that will enable the regulation of pedicabs.”

I would be delighted to offer the Government such an opportunity by encouraging them to back my Bill on Second Reading.

Last, but certainly not least, the Bill is supported by 3,000 of my constituents, who have pledged their support via my website. I am clear that this is not a Bill to ban pedicabs. I welcome them as part of London’s drive to become a greener city for us to live and work in, but they must be regulated. They must be safe, and there must be sanctions for injury or risk to pedestrians and customers. It is for those reasons that I hope the Bill will be introduced. No other city in the UK is subject to this loophole; it is just London that runs the risk. We must take this opportunity to correct that, and I commend this Bill to the House.

June 10, 2020
Rebecca Pow – 2020 Speech on the Restoration of Canals

Below is the text of the speech made by Rebecca Pow, the Parliamentary Under-Secretary of State for Environment, Food and Rural Affairs, in the House of Commons on 4 June 2020.

It is a pleasure to be here this afternoon talking about canals—a lovely subject on which to end the day. I congratulate my hon. Friend the Member for Montgomeryshire (Craig Williams) on securing this important debate on the restoration of Montgomery canal. He brings personal experience, because I believe he was brought up in the area, and it is one he knows very well. The canal is affectionately known locally as “Monty”, which shows how much people love that canal and the idea of the canal.

I have my own experience with canals, because I grew up near the Kennet and Avon canal. Large parts of that have been restored during my lifetime, and it does indeed bring an enormous benefit to places such as Bath, Bradford on Avon and into Wiltshire. That is not to mention the canal locks. I do not know whether my hon. Friend has been to the section of the canal in Devizes, but there are 32 lock gates, if one wants to keep fit.

Over 50% of canals are now restored. A chunk of Montgomery canal has been restored, and there are well developed plans for the next phase of the restoration, with four phases over 19 years. My hon. Friend is talking in particular about a 35-mile stretch that still needs to be restored. I had a look at a map, and it goes up to Ellesmere in Shropshire and then connects with Newtown in mid-Wales. It is a very beautiful part of the countryside. This stretch of the canal goes through a site of special scientific interest, nature reserves and heritage sites, one being Llanymynech lime kiln works. There are some very interesting things to look at all along the way. With my horticultural background, I was especially interested to learn that Monty is home to the largest UK population of floating water plantain, which is a rare aquatic plant. If I ever do get there, I hope my hon. Friend will take me to see that plant, because I would very much like to see it.

The restoration of our disused canals is proving very valuable, enabling an increasing number of people to enjoy the outdoors and get close to water. Being close to water and being outside has much value for health and wellbeing. The Canal and River Trust did a survey recently, and it discovered that life satisfaction and happiness is 10% higher if you live near water, so we can see the benefits of restoring canals.

The responsibility for the management and maintenance of canals in England and Wales rests with the owner and the navigation authority. For the majority of canals, that is the Canal and River Trust, which is the case with Montgomery canal. The Canal and River Trust was set up in 2012, and as part of the transfer of ownership, the Government agreed a grant of around £50 million per year over 15 years to support the trust to develop income- generating strategies and revenues to invest in canal maintenance and regeneration programmes, which have been incredibly effective.

My hon. Friend spoke eloquently about Montgomery canal, which is a great example of a restoration project that is off the ground. The Canal and River Trust is working with the Montgomery Waterway Restoration Trust to manage the project and raise additional funds. With the cost of the first three phases estimated at £34 million, there is clearly much more fundraising work to be done, but if the success of the project so far is anything to go by, I am confident that this will be achieved. It is clear that a broad range of partners have already been found, which is heartening.

The Canal and River Trust, along with other smaller navigation authorities, is reporting increasing numbers of visitors along their canals. Those visitors are both walking and cycling—it not just about being on the water, but using the towpaths, as we have heard—as well as boaters using the waterways. During this pandemic, canal towpaths have reportedly been used even more, as people get out for their daily exercise. We have noticed this in Taunton Deane, where we have a section of canal, and a lot of people have really enjoyed being able to get out there.

Not only do canals bring a great health benefit; they can also make a really important contribution to the economy locally, especially where they go through urban areas and areas that have traditionally been in decline. They have generated money through tourists coming in, and through starting to get freight back on to the waterways. With the move to net zero and to cleaner air, this is actually a huge asset, and we are starting to realise that canals can have a rebirth as transport links.

My hon. Friend mentioned the impacts of coronavirus and its effects on people using the sides of the canals. There has been a knock-on effect on small waterways businesses, which I would like to touch on quickly. I would like to assure these businesses—many of them have contacted me—that I am aware of the challenges they are facing, because a lot of them have not been able to operate their businesses on the canals. I have asked my team in the Department for Environment, Food and Rural Affairs to work very closely with the Department for Digital, Culture, Media and Sport, because it is working up a potential tourism offer for those businesses.

I am very pleased to see that there has been some easing of lockdown restrictions on some of the small businesses on our waterways, and we are looking at more opportunities coming up in future weeks and months. While still keeping to the social distancing guidance, people are now able to hire canoes, kayaks or paddleboards—I do not know whether we have any paddle- boarders here, but one can take out a paddleboard—and to go fishing and enjoy a day trip on a small boat, as well as continuing to use the towpaths. We are working on guidance to enable more of the waterways sector to open, I hope, in the coming weeks; we are working on that as we speak. I hope that that gives a little bit of confidence to the industry. I very much hope that the waterways will play their own part in the recovery as we start to get going again, with people taking holidays on the waterways and canals, day trips and all the things that my hon. Friend suggested that waterways can bring to an area.

In closing, I very much thank my hon. Friend for being persistent in relation to this debate, because it has been postponed previously, and for giving us a little bit of colour about his canal and the restoration scheme. The Government recognise the very considerable benefits our canal network brings in myriad ways, such as providing greater access to the outdoors, enhancing wellbeing, bringing us closer to water, engaging with nature—those water plantains—increasing leisure and recreation, increasing regeneration and bringing value to the economy.

I think we are singing from the same hymn sheet in that I am a convert to canal restoration. I very much forward to walking down that stretch of restored canal— I will not say hand in hand with my hon. Friend, but I would certainly like to walk down it with him—and to enjoying the wider benefits of Montgomeryshire.

June 8, 2020
Craig Williams – 2020 Speech on the Restoration of Canals

Below is the text of the speech made by Craig Williams, the Conservative MP for Montgomeryshire, in the House of Commons on 4 June 2020.

I have to confess to the House, or to what is left of the House, that I secured this debate in what feels like a very different world. Although the restoration of the canal is, of course, hugely important, the covid-19 crisis has slightly changed the tone in which I will speak on it. I see the Minister is in her place. I very much look forward to hearing her thoughts on how we can restore the rest of the UK’s canal network.

This afternoon, I joined my constituents and interested parties over Zoom to talk about the Montgomery canal—it is very important that it is the Montgomery, not Montgomeryshire, canal, as I keep getting reminded—with Michael Haig from the Inland Waterways Association and Michael Limbrey, who heads the Montgomery restoration efforts. I can report to the House and the Minister that the efforts to restore Montgomery canal are alive and well, and going at great speed thanks to a recent national lottery heritage fund grant of up to £4 million, which is being spent as we speak, and thanks to the volunteers.

I know that my hon. Friends the Members for Lichfield (Michael Fabricant) and for Clwyd South (Simon Baynes) would have liked to have been present to intervene away, but sadly they cannot be. My hon. Friend the Member for Lichfield is the chair of the all-party parliamentary waterways group, and he particularly wants to refocus this effort as the House gets back fully. I warn the Minister that I see today’s debate as a prelude on this subject, as I am sure that there will be debates coming thick and fast.

Before I go on to the wider benefits to the canal network, I will touch directly on the Montgomery canal, and give a bit of its history. The Montgomery canal was built through an Act of Parliament in 1794, and by 1796 a lot of it was in operation, running from Llangollen to Newtown. Sadly, in 1944, after a breach, it was rendered inoperable. Luckily, most of the land around the canal was kept intact, and now the Canal and River Trust owns most of it, which has helped with the restoration.

The Prince of Wales gave tremendous support and enthusiasm at the start, through the Prince of Wales Committee and the Variety Club of Great Britain, and in 1969, through the hard work of 180 volunteers and nine gallons of beer, the efforts started in earnest to restore the canal. The restoration of Montgomery canal would be a huge benefit to my constituency, especially as we look to support the tourism sector as we come out of covid-19. Although the effort is there, it would benefit massively from the Minister’s personal attention. I hope very much to walk down a stretch of the canal as we return to normal in our political operations, and I know the trust would welcome that too.

Canals are incredibly important to tourism, benefiting our sector to the tune of £1 billion in England, supporting 30,000 jobs. Through this crisis, a lot of businesses are of course suffering, as well as a lot of charities. I welcome the Government’s support to date, and I welcome the work of the Canal and River Trust. I pay particular tribute to the work of its chief executive, Richard Parry, who is donating an element of his salary to the charitable appeal that it is organising to support the Canal and River Trust and businesses affected at this time. A support package is really needed, and I know my hon. Friend the Member for Lichfield has written not to the Minister in her place but to Treasury Ministers about that. I support the majority of the calls that have been made.

To return to the tourism impact, it is terrific to see developments happening right now down the canal, I think in anticipation of its eventual restoration. Montgomeryshire and rural parts of Wales suffer from a lack of scaled accommodation to host anything, but recent developments, such as new hotel provision, mean we can build at pace for the inevitable arrival of tourists after covid-19—not now. They are always welcome in Montgomeryshire, but at the moment we are closed for business. I ask them in due course to come and enjoy the canal network.

The canal touches lives, as we have seen throughout this crisis. Our towpaths and canal network give support to local residents, as I am sure they will in due course give support to constituents from across the UK. There are mental health benefits just from being able to walk those 35 miles. Huge provision is being made to increase the cycle network in this country, and the towpaths already cater for walkers, canal enthusiasts and cyclists. I hope that will generate more money into the sector. This is about providing a safe opportunity for people to enjoy the countryside and our canal networks, and I hope very much that the Minister and the Government will put more money into that.

Let us consider the environmental benefits alone. We have seen the creation of the special wildlife areas around the canal, as the volunteers and the trust have restored our canal locally in Montgomeryshire. Restorations across the UK have put in place two new reservoirs that would not otherwise exist at the moment. I could argue until the cows come home as to whether there is a huge negative effect of the restoration, but the mitigation goes above and beyond, and I pay tribute to those involved for that. I particularly wish to draw a response from the Minister on the environmental benefits both of the mitigations put in place and of the canal network of the UK.

Obviously, the restoration makes an economic contribution in terms of tourism, but the environmental benefits cannot be overstated. There are many projects along the Montgomery canal, and of particular fascination is the fact that there are 127 significant buildings, from the bridges to the warehouses of the canal age, that we seek to protect. The restoration is proving to be a way to build on that together. The Inland Waterways Association has helped to restore more than 500 miles of canals and rivers, and although there is much more to do, that local heritage on the Montgomery canal would be struggling without that work now. I am talking about many projects, such as the Schoolhouse bridge project, where we have recently been raising £300,000; we have secured local buy-in, but with Government support we could really deliver on a lot of these projects.

I have mentioned tourism and the environment, and I will start to draw my remarks to a close. I implore the Minister to consider that there are restoration projects in constituencies across the UK, and if we look at the gross value added effect of restoring canals, we see that there is a huge positive return to the Exchequer and the public purse. It is excellent value for money to invest in restoring our canal networks. I have alluded to the mental health benefits and the tourism effects, but if we work with the IWA and the Canal and River Trust, we can set out an excellent stall. The Government could invest in cycleways across the UK, not just in the cities and market towns, and could level up the canal network. People sometimes think that restoring the canals and turning the UK economy round on the basis of canals is a joke. I am not saying that it will completely restore the effects of the current crisis, but it will help. It will help draw together local businesses to build a plan for tourism and development. It will help drive domestic tourism, and it will have environmental benefits. I will leave that thought as a preamble to further debates on this subject, but I look forward to the Minister’s response.

June 8, 2020