Gareth Thomas
MP for Harrow West · Labour (Co-op) · United Kingdom
“Local councils such as Harrow need to invest more in youth facilities that divert young people away from crime. Some of the CCTV projects in my constituency that Harrow council has turned down—in Wealdstone, south Harrow and central Harrow—should get funding.”
“I congratulate my hon. Friend the Member for Pendle and Clitheroe (Jonathan Hinder) on securing the debate and on the way in which he approached the subject. I join him and my hon.”
“I also want to suggest that the Metropolitan police does not get recognition across the whole of the UK for its hugely important work in tackling national and international crime, and that perhaps more recognition of that is required in the funding formula.”
“In particular, in Harrow, we recently saw enforcement teams contracted out to an organisation called Kingdom. The responsibility for that contract was with Harrow council. There was widespread criticism of the way some of the staff employed by Kingdom tried to levy fines on a number of young people in south Harrow, in my constituency.”
“One way we can further support the Metropolitan police is by allowing it to keep more of the proceeds from successful operations, such as recovering stolen funds hidden in bitcoin assets. I congratulate my hon.”
“Mayor of London Sadiq Khan has done a huge amount to try to redirect funding from other parts of his budget to minimise the impact of that cut.”
The complete record
Every one of 7,011 lines we hold for Gareth Thomas, in date order, each linked to its source. Free to read, in full, without an account. Page 70 of 141.
“Analysis by the House of Commons Library suggests that if a French-style profit-sharing system was introduced in the UK, corporate household names could be allocating to their staff an extra £500 to £1,200 a year once profits have been declared. Those are not huge sums of money to those at the very top of those businesses, but it would help to reward better the collective hard work required for any business to succeed. That would neither add to business costs, nor undermine pay differentials between skilled and unskilled workers, or between founder and recent employees, but it would offer an incentive to all to co-operate together to support business success and achieve higher returns for both staff and owners alike.”
“He serves on its board and various other key bodies. Indeed, First Group encourages its operating companies across the UK and north America to elect employee directors to their boards so that, in its words, “the views and opinions of staff are represented at the highest level”. In the UK, concerns about high levels of executive pay and falling workers’ wages have led to some debate about broadening the membership of the remuneration committees of big companies to include staff. Indeed, the Department for Business, Innovation and Skills considered reforming remuneration committees in 2011, but sadly nothing happened.”
“Deutsche Bahn, which runs much of our rail network through its subsidiaries, has six directors elected by its staff. Even though both companies are key players in British markets, particularly in England, English workers in those companies do not get to vote for board members; it is only German and French staff who do. In short, if German, French and Swedish workers are good enough to sit on a company board, is it not time that British and English workers were given their chance, too? A number of companies operating in tough markets in the UK have demonstrated that employee directors work. John Lewis is one, and FTSE 100 company First Group is another. Mick Barker is the employee director of First Group. He has been a railway man for 39 years and is employed as a train driver for First Great Western.”
“In France, private companies with 1,000 or more employees, or 5,000 or more if they are worldwide, must have at least one or two staff on the board, while a third of all board members for state-owned companies are elected by the staff. In Germany, a third of the supervising board in companies with 500 or more employees are staff, but that rises to half in companies with more than 2,000 employees. For a long time, this country has been happy quietly to endorse having workers on boards, so long as they are overseas businesses. EDF, France’s leading nuclear energy company, which is in the process of being handed the keys to Hinkley Point, has a board in which one third of members are elected by its workers. Indeed, as a French company, EDF also has a profit-sharing scheme.”
“Between 2010 and 2014, France had a level of productivity per hour almost double that of the UK. Having employees on boards is the norm in many other successful countries. For example, in Denmark, France, Finland, Norway, Sweden and Germany at least one director is elected by the employees. In Norway—favoured by some for being outside the European Union—once a business has 30 employees, one director has to be chosen by the workforce. In Sweden, another key UK ally, once a company has 25 employees, around a third of directors have to be workers in the business. IKEA, that staple of the British high street, has worker directors on its Swedish board.”
“In France, firms with 50 or more employees benefit from up to 5% of profits being shared with all staff except recent arrivals. Indeed, French Governments of all political persuasions, right and left, have a long history of encouraging profit sharing among French companies; I understand that laws on profit sharing have existed in France for more than 50 years, requiring a mandatory profit-sharing scheme to be negotiated with French employees. Companies in France can choose to distribute rewards, either as a flat rate to employees, in proportion to wages, in proportion to the hours worked in the previous year, or through a scheme based on a combination of those principles. Arguably, the prevalence of profit sharing makes an important contribution to higher levels of productivity in France.”
“Companies such as John Lewis share some of the profits they make with all their staff, giving the most junior as well as the most senior direct incentives to work even harder, think imaginatively and go the extra mile. Employees also get to help choose the board, again giving staff direct responsibility for selecting those at the very top whose decisions they will have to follow. Ensuring that the concerns of staff are heard at the top table is particularly important, as staff depend on a stable business for their livelihood. Absent owners or disengaged shareholders may have other priorities. In countries such as France and Germany, this “shared capitalism” is a stand-out feature of business practice. Companies such as Deutsche Bank have staff on their German board who play an important and positive role.”
“Despite numerous initiatives, we are behind our main competitors in terms of productivity, while inequality continues to grow. Changing the way companies work—how they take key decisions and who is involved in them—is essential for sorting those problems out. We lag behind the rest of the G7 and most of the G20 in how productive our economy is. Indeed, between 2010 and 2014, annual average labour productivity was lower in Britain than in any other G20 or G7 country. While executive pay has shot up in recent years, the incomes of the rest of the workforce have struggled to keep pace, even with historically low inflation. Part of the solution involves sharing a little more of the power and profits of big business with staff at all levels.”
“I beg to move, That leave be given to bring in a Bill to make provision about the entitlement of employees to benefit from profits made by their employers in certain circumstances; to require a company to allocate one seat on its board to an employee representative; and for connected purposes. If an employee works hard for a company and helps it succeed and make a profit, surely the owners should share a little of that profit with them and with other employees. The best companies already do that. Indeed, the best companies also want their staff involved in decision making at the highest level, using their knowledge and expertise to help plot company strategy and keep senior management on their toes. In truth, Britain has a productivity and fairness problem.”
“If you have worked hard for a company and helped it succeed, surely you should be allowed to benefit a little from the profits that the company makes. Does the Prime Minister therefore think it is now time for companies such as Sports Direct to follow the example of the best British businesses and allow people to benefit from a small percentage of the profits?”
“If I am lucky enough to catch your eye, Mr Evans, I hope to dwell on another aspect of neighbourhood policing that I hope my hon. Friend will comment on with concern, namely that the Met proposes to pilot the merger of borough commands, in particular Brent, Harrow and Barnet, about which my constituents will be particularly concerned.”
“I pay tribute to recent borough commanders on my patch who, when I have gone to see them about particular crimes, have quickly grasped their significance and have diverted time to looking into them and responding more appropriately. I worry that, in the long term, basing the borough commander for Harrow in Brent or Barnet will call into question the future of the police station in south Harrow, which serves the whole borough. It is not fit for purpose now and it needs investment; but I fear that with a borough commander based elsewhere that would not happen.”
“Friend the Member for Westminster North rightly focused on the requirements of neighbourhood policing at ward level, and issues such as the need for a dedicated sergeant, police constables and police community support officers at ward level; but there is also a need for a dedicated, experienced and highly trained police officer, who has the confidence of the chief constable, to run the police force in each borough. That officer needs to be someone of the calibre to engage with other stakeholders such as council officials, NHS workers and leading community representatives. I fear that if the borough loses a very experienced officer who can engage with Members of Parliament and senior councillors and direct resources quickly when alerted to problems, there will be a slowing down in the tackling of crime and antisocial behaviour.”
“Operational challenges in Brent and the modern police station with its better cells complex in Colindale suggest, on the face of it, that a tri-borough commander would be unlikely to be based in Harrow. Inevitably, resources shift over time to where the commander of a team is based. One of the first pressures will inevitably involve the shifting of CID resources to help to bring the teams together. One can see a logic to that, but I fear that the CID offices would be taken out of Harrow and that complex policing work to detect the perpetrators of crimes might not be immediately available in Harrow as it is at the moment. Perhaps the biggest immediate concern, however, would be the loss of a visible experienced and accountable borough commander for Harrow. My hon.”
“It is difficult to see how the borough commander under the new tri-borough arrangement could continue to be based in Harrow rather than Brent or Barnet. I am relatively pessimistic about the prospect because, given the operational challenges in Brent in comparison with those of Harrow and Barnet, logic would base the new borough commander for the three boroughs in Brent. Clearly, there would also be a case for Barnet, given that many people arrested in Harrow are already transferred to its new and more modern policing complex in Colindale. The temptation would be for CID resources to be shifted to where the tri-borough police commander would be based.”
“Brent has many of the characteristics of an inner London borough, as well as responsibility for Wembley stadium and all the major events that take place there, and those things give rise to complexities in policing. Harrow is an outer London borough and already many of its police officers are allocated shifts in other places to help to deal with rising crime—sometimes in inner London, as my right hon. Friend the Member for Tooting mentioned; they may also help with the policing of major events, as needed. I fear that if the merger happens a new tri-borough commander will be greatly tempted to shift the police on occasion into Barnet, and certainly into Brent, to help with their policing challenges.”
“I want to focus on the possible merger of borough commands in Harrow, Brent and Barnet and to set out my fears for Harrow under such a plan. I pay tribute to my hon. Friend the Member for Westminster North (Ms Buck) and to my right hon. Friend the Member for Tooting (Sadiq Khan) for their wide-ranging analyses, but I hope you will forgive me, Mr Evans, if I am ferociously parochial in setting out my fears about what the pilot merger might mean for my constituents. I have no reason to dislike the people of Barnet or Brent, and a merger may seem sensible—for example to those who think that reducing the number of chiefs would mean more resources to be allocated to the front line. I fear, however, that it is the thin end of the wedge. Barnet and Brent are very different from Harrow in policing terms and have higher crime rates.”
“Before my hon. Friend moves on to the substance of her remarks on amendment 32, she will remember that on amendment 31 one of the few chinks of light in Ministers’ otherwise disappointing responses to our amendments was on housing co-operatives. Does she not think that tonight, in the Minister’s wind-up to this group of amendments, there might be an opportunity for him to update us on the progress he has made on offering local authorities useful guidance on how more mutual co-operative housing stock can be built?”
“There are already problems safely managing passenger flows. At some locations, peak-time travel is not only uncomfortable, but close to unsafe.”
“The pace of the growth in the number of journeys on the tube is rising fast as well, from a growth of 8.7 million in 2010-11 to an expected 11.7 million this year, which is an increase of 26% in only five years. The docklands light railway has seen an even faster rate of growth in usage, up from a growth of some 6.3 million journeys five years ago to an expected 9.6 million this year—an increase of 52%. In only four years, the number of passengers served by TfL has increased by almost 0.5 billion a year; eight out of 10 of the busiest days in tube history were in the past two months alone; and, indeed, the busiest day ever on the tube was 4 December, when almost 5 million passengers travelled on TfL trains. The need for further investment in London’s tube, rail and bus networks and in its roads is widely recognised.”
“TfL’s work is critical to Londoners’ ability to work and play, and to get to school and hospital; to business’s ability to get its workforce to work and its goods and services to and from customs; and to London’s many visitors’ ability to arrive, leave and travel to other parts of the UK. London’s population is growing and is projected to rise from some 8.6 million today to about 10 million by 2030 and 11 million by 2050. London is seeing the fastest urban growth of any city in the European Union. Only a relatively small proportion of my fellow Londoners enjoy the luxury of being able to walk or cycle to work. In short, the vast majority of new and existing Londoners will be reliant on public transport.”
“I beg to move, That this House has considered Transport for London funding. I wish to express concerns about the impact of the cuts to Transport for London’s funding that were announced in the spending review. I am especially concerned that a future Mayor, or even the sitting Mayor, might want to raise fares, which will hit my constituents particularly hard. I also want to suggest possible solutions to help plug the holes in TfL’s books. Let me give the context to the Chancellor’s decision. Transport for London runs the public transport services and manages the major road network in the most important city in Britain. London is the gateway to the rest of the United Kingdom.”
“I bow to my hon. Friend’s much better knowledge of Vauxhall station. If she is concerned, I am sure that her constituents are concerned. She mentions Vauxhall; I was about to say that it expects a 40% increase in the number of passengers in the coming years. I agree that it seems odd for such a crucial interchange station to lose its bus station.”
“In the spending review, the Government said that they would phase out the resource grant to TfL, claiming that that “will save £700 million…which could be achieved through further efficiency savings…or through generating additional income from…land TfL owns”. It would be more accurate to say that TfL will, as a result of the Chancellor’s decisions, lose about £3 billion over the business plan period of 2015-16 to 2020-21. Inevitably, the loss of grant funding will have an adverse impact on the quality of service that my constituents can expect. The resource grant is to be axed—crucially, earlier than TfL had been led to believe.”
“However, from 2010-11 to 2014-15, TfL income from the Department for Transport fell by more than a third. In the coming year, Government grants will amount to only a little more than 20% of TfL’s annual budget. The transport systems of major competitor cities in Europe receive a considerably higher percentage of their funding from central Government sources. In Paris, for example, transport gets more than 40% of its funding from a Government transport tax. Transport for London receives two types of grant from central Government: resource grants and infrastructure grants. The Department for Transport was hit particularly hard in the spending round, so it is perhaps no surprise that TfL has been significantly affected, with a 34% cut in funding overall in 2016-17.”
“If nothing else changes, by 2031 an increase in congestion of at least 60% is expected in central London; for the rest of inner London, congestion is set to rise by some 25%; and even in outer London, we expect to see a 15% increase in congestion. Traffic speeds are coming down and car journeys are taking longer. Congestion is already bad for ordinary car users, who face the nuisance of longer journeys, and it is bad for business, too. As an aside, I hope the rumours that the Government are trying to ease air pollution controls are false, because in London the scale of air pollution, much of it diesel-related, is already extremely worrying. Perhaps the Minister will comment on that. The continuing need for TfL to invest in greener, less polluting vehicles is widely accepted, but such investment is a not insignificant future cost.”
“My hon. Friend has made her point, and I stand with her on her concerns about Vauxhall station. Also in south London, Waterloo’s overall passenger numbers have rocketed from 62 million 10 years ago to 100 million now. At some locations, peak-time travel is already close to unsafe, as I have said, and, for example, closure of Oxford Circus tube station due to overcrowding is now routine. It is not just the rail and tube networks that TfL manages that are under pressure; its own estimates suggest that London’s roads are coming under greater pressure from increasing car usage, at a time when there is pressure to allocate more space to achieve safer cycling and good walking routes.”
“That is income and jobs that Londoners, some of them in my constituency, are set to miss out on. TfL now claims that the cost of completing the modernisation of the Metropolitan line and the other routes under the sub-surface upgrade programme has increased by £1.15 billion since previous forecasts. To put that into context, TfL’s planned capital expenditure for 2016-17 alone is about £3.3 billion. Inevitably, the extra costs from the failure of the Bombardier Transportation contract, plus the huge cut in grant funding, call into question other investment projects and the speed at which they will be completed.”
“The announcement of those huge cuts comes at a time when TfL has had to announce a five-year delay to the wonderfully named sub-surface upgrade programme: a plan to increase by 40% the number of people who could travel on the District, Circle, Hammersmith and City, and—crucially for my constituents—Metropolitan lines. New trains and better signalling were to be delivered by 2018, but following the failure of the contract with Bombardier Transportation, the expected completion date has been shifted back to 2023. Will the Minister confirm that the cut in funding to TfL will not further exacerbate the delay in modernising the Metropolitan line and those other lines that were initially part of the sub-surface upgrade programme? TfL has estimated that the knock-on impact of the delay on London’s economy is £900 million.”
“I will talk about fares in a little while, and of course one has to look at TfL income in the round. Nevertheless, I hope that the Minister accepts that the loss of £3 billion over the current five-year business plan period is a huge reduction in funding. Before the spending review announcement a couple of weeks ago, TfL had still expected to receive almost £800 million in revenue funding until as late as 2019-20. Any surplus in resource spending—there has consistently been a substantial surplus in the operating budget—has been reinvested to help fund TfL’s capital programme. Any loss in that funding will therefore inevitably have an impact on capital investment.”
“I share my hon. Friend’s scepticism about the garden bridge. Like her, I wonder whether that money might be better spent. A whole series of projects in my constituency could use that £30 million well, and I want to draw the Minister’s attention to a couple of those.”
“As a consequence, staff are required to meet the demands of security checks and will have to be removed from their allocated customer service positions for sizeable portions of their shifts to do so, leaving their areas unstaffed and effectively unmonitored on occasion. That is a concern. Will the Minister be willing to review with Transport for London’s managing director whether the loss of those front-line staff is a sensible way forward and whether alternatives might be found?”
“Under plans for staff cuts at stations, Leytonstone station, which currently has four staff in peak periods, will be reduced to two members of staff—a 50% reduction at a station where there has already been a worrying terrorist incident. That is just a small indication of the worry that further job cuts, driven by the major cut in Government funding, might force on us. I understand that London Underground Ltd now plans to cut a further 838 front-line staff positions from normal traffic hour operational levels. New staffing levels have apparently been derived from so-called business need schematics formulae, which do not incorporate the need for security checks or other operational needs.”
“Adequate numbers of staff are required to limit fare evasion, too, which is rocketing—it is up to £61 million a year following a reduction in staffing levels. I pay tribute to Greater London Authority Labour colleagues, led by the excellent Val Shawcross, Navin Shah and Len Duvall, for that information. Visible staff help to deter and detect crime, including people preparing for or engaging in acts of persistent serious crime and even—God forbid—terrorism. Staff also reassure passengers during tense periods such as now, but staffing is at its lowest level in recent history and Government cuts make it look likely that it will drop further.”
“My constituents and others who live in outer London and use the tube regularly have been treated as a cash cow by the Mayor of London for too long. I am concerned that the loss of that £3 billion may increase the pressure on the Mayor, and/or future Mayors, to raise fares still further. I am also concerned that further job cuts on Transport for London’s network, which are now inevitable, will further compromise the safety and security of passengers, including my constituents. TfL operational staff fulfil crucial operational functions as well as many safety-critical roles such as managing peak flows of passengers and handling emergencies. On the tube, DLR and Overground, adequate numbers of staff are needed to identify and respond to emerging crush situations.”
“Perhaps the Minister can give us an indication of whether it is at risk of cancellation or substantial delay as a result of those cuts. In the Minister’s intervention, he raised a point about fares revenue. The upgrade of the four lines in the sub-surface upgrade programme would have generated extra fares revenue that will now be lost, as more passengers will not be able to be carried until much later. Some estimates suggest that that could be as much as £270 million lost. In the eight years in which the hon. Member for Uxbridge and South Ruislip (Boris Johnson) has been Mayor of London, fares have rocketed. Some of my constituents, such as those who travel from West Harrow on the Uxbridge branch of the Metropolitan line, have seen a 60% increase in the cost of travelling into central London.”
“Rather than getting into the detail of what may happen with the garden bridge, let me say that I would prefer to see that money reallocated to a series of other existing and necessary capital investment projects. If my hon. Friend will forgive me, I think the priority is Harrow, but I am sure that he will be able to make the case for south London well. I come back to the concern that the £3 billion cut in funding in the spending review and the extra costs from the sub-surface upgrade programme might put other investment projects at risk. The Piccadilly line refurbishment is particularly important for many of my constituents who live in Rayners Lane, South Harrow and Sudbury Hill. Will the refurbishment programme for that line go ahead as planned? There has been much speculation about when, or if, the night tube will go ahead.”
“I hope that the Minister may be willing to use his good influence to encourage Transport for London to see the bigger picture about housing in London, while at the same time seeking to maximise its income from its land.”
“The concern is that it is being put under heavy pressure to extract as much value as possible from selling its land or the housing on the land, with no consideration of Londoners’ broader needs for affordable housing. There are also concerns, as my hon. Friend the Member for Hammersmith (Andy Slaughter) knows well, about the methods being used to encourage Transport for London down the property development route. It has established a commercial development advisory group, which is chaired by Francis Salway, with Richard Cotton, Mike Jones and Richard Jones as the other members, but I worry that none of them has a background in social or affordable housing.”
“I worry that the loss of £3 billion will reduce its chances even further. Perhaps the Minister would use his influence with Mike Brown, the head of Transport for London, who I am pleased to say came to North Harrow station to celebrate its centenary earlier this year, and encourage him to take an interest in the accessibility of Harrow on the Hill station. My last point about the impact of the cuts concerns property income and the pressure on Transport for London to maximise its income from property sales or assets—essentially from the land that it owns. I should think that the whole House would think it a good thing to encourage Transport for London to make its land available for housing.”
“I look forward to his answer, and hope that he will, in the spirit of his interventions, and the spirit in which I have taken them, be willing to do that. I want to raise some concerns about the impact of the cut in TfL funding on the accessibility of the London underground network. My constituency has six tube stations—exclusively tube stations—that are inaccessible to people using a wheelchair, and usually inaccessible to people with a pram. I understand that there are no plans for North Harrow, South Harrow, Sudbury Hill, Rayners Lane or West Harrow to be made accessible. There has long been talk of a plan for Harrow on the Hill to be made accessible, but it is not currently included for access to the small amount of funding that is available to make stations more accessible.”
“I might have been more sympathetic to the Minister’s intervention if there were not plans to shut more of the control rooms on the underground, because London Underground Ltd proposes that all but a few control rooms in the largest stations will be de-staffed. Proposed staffing cuts and that emphasis on customer-facing duties will require staff who are normally allocated to control rooms to work in the ticket hall. The result will be that there will be no routine monitoring of CCTV at more than 90% of stations, including some that have high volumes of passenger traffic, when major events are taking place. Will the Minister be willing to meet, with me, a deputation of the workforce who are concerned about the impact of the various job cuts on passenger safety?”
“The devolution of stamp duty land tax to the London Mayor might help to unlock new investment in transport development, particularly in relation to the building of new homes that would be enabled by improved transport links. I understand that the vehicle excise duty incurred by Londoners who own cars amounts to about £500 million at the moment, and it might be suitable to invest that in London’s transport rather than taking it out of London and investing it in roads in the rest of England. I ask gently of the Minister, whom I saw shaking his head a little earlier, whether it is time for him and the Chancellor of the Exchequer to agree to redirect that £500 million to City Hall, to ensure that London’s road network gets the investment it needs.”
“I want lastly to consider how the gap in Transport for London’s books might be filled. I have always been a strong supporter of fiscal devolution to the capital, and having criticised the Mayor of London for big fare hikes I should at least acknowledge the important work that he got Tony Travers to undertake on fiscal devolution. I welcome the Chancellor’s decision to devolve business rates to London, but I am sure that the Minister will acknowledge that business rate income is often lumpy, if that is the word, and not always easy to predict. It would be helpful if, as the Tony Travers commission suggested, other property taxes were to be devolved to London.”
“One has to wonder about the future of the investment in green buses, given the loss of resource funding going forward. It is striking that London Councils took the time to provide a brief for this debate, noting the impact of the funding received under TfL’s resource funding programme. It has been used to invest in road safety and maintenance, cycle parking and cycle training, car clubs, the installation of electric vehicle charging points, school and workplace travel plans, 20 mph zones and some further effort for accessible transport and pedestrian crossings. London Councils points out that much of that work—particularly that on road safety—has led to a significant reduction in the number of people killed or seriously injured on London’s roads. The implication is that there is concern about how such work is to continue to be funded.”
“My hon. Friend makes a good point and I look forward to his speech, if he catches your eye later, Mr Hollobone. There was nothing in the spending review about funding for Crossrail 2. To be fair to the Government, I understand that they have set up a £300 million pot for advanced work on big infrastructure schemes. Will the Minister confirm that Transport for London can bid for money for Crossrail 2 within that pot, and explain whether the Government still support and recognise the need for Crossrail 2? Of the £687 million in resource funding that Transport for London is getting this year, but which will be axed in future, £63 million is going to the capital programme; £137 million is going for borough improvements; £289 million is going on new greener buses; and £198 million is going for tube renewals and other investments.”
“Will my hon. Friend encourage the Minister to clarify—if not today, then shortly—whether the British Transport police will maintain their funding levels and, therefore, the numbers of constables and other police able to operate on the tube? There seems to be some doubt about whether they have benefited from the Government’s largesse to other police forces.”
“I gently plead the parochial point that the Minister prioritises in the settlement letter the Metropolitan line upgrade as early as is reasonably possible.”
“I am particularly grateful to TfL, London Councils and London First for their briefings, too. This being the Christmas period, and while we are looking positively to the future of TfL, the last thing to say is I hope that there will soon be a Labour Mayor of London again. I particularly welcome the commitment of my right hon. Friend the Member for Tooting (Sadiq Khan) to a fares freeze, which gives some hope to my constituents that they will no longer be treated as cash cows for Transport for London. Question put and agreed to. Resolved, That this House has considered Transport for London funding.”
“I heard his gentle sidestep of the request for a meeting with representatives of the workforce so that they could raise concerns about security, so I ask him to reflect on that. There are real concerns about security on the underground, not least as a result of the Leytonstone incident. Whatever he may think about unions in general, the workforce on the tube have reasonable points to make about security, so I encourage him to reconsider being willing to meet them. I join my hon. Friend the Member for Poplar and Limehouse (Jim Fitzpatrick) in paying tribute to all the staff of Transport for London who do such an important job. I am grateful to their representatives—the Transport Salaried Staffs Association, the RMT and ASLEF—for providing us with briefings ahead of this debate.”