John McDonnell
MP for Hayes and Harlington · Labour · United Kingdom
“It is not a laughing matter—I am sorry for interrupting the flow of the discussion. It would be useful if the review looked at NATS’s long-term investment plans, particularly since its partial privatisation in 2001, which I opposed. I thank the Minister for meeting Unite this morning and thanking the workers, who have worked so hard.”
“On a number of occasions, I have raised the case of Lee Cheuk-yan, who many Labour Members will remember was the general secretary of the Hong Kong Confederation of Trade Unions and founder of the Labour party in Hong Kong. He was detained during the democracy movement five years ago.”
“I thank the Minister for his statement. NATS used to be in my constituency and then moved down to Swanwick. Of course, with Heathrow in my constituency, I receive—as I mentioned yesterday—a large amount of correspondence from a whole range of other MPs’ constituents, who think I am responsible for Heathrow airport.”
“I fully agree, and let me also say that wheelchair compensation is significant in this legislation. Most of us have dealt with cases like that. Going back to accountability in the process, a number of different organisations have provided us with notes on the legislation.”
“I apologise to my right hon. Friend; I should have checked this before the debate. The proposed new section 61G refers to priorities and objectives of the Secretary of State, which include a requirement for the Secretary of State to issue a document setting out those priorities and objectives for the CAA.”
“At the moment, when people in my constituency are faced with these problems, they do not know where to go; it is as simple as that. Finally, the debate that we will have on Heathrow expansion and the new policy statement will be interesting, given that we do not know what the flight paths will be. If I was a constituent of my hon.”
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“She succinctly explained the background to this scandal, and it was an extremely moving interview. She described some of the appalling human suffering that has taken place, and it was really shocking. This seems to be a worrying hangover from the past. We thought, after the thalidomide inquiry, that we had put issues such as this behind us. We thought that in such issues, there would subsequently be full transparency, openness and decisive action by Governments. Today will test whether that is the case, and whether we will see decisive action. I do not think the general public would understand if there were a continued refusal to release all the papers, or if there were resistance to the establishment of an independent panel inquiry. My hon.”
“People often ask what an MP does. I think that my hon. Friend the Member for Bolton South East (Yasmin Qureshi) and the hon. Member for Enfield North (Nick de Bois) have demonstrated what a good MP does. They have taken an issue that has been brought to them by their constituents and pursued it until they achieve an end result. I hope that we will see such an end result today. I congratulate them on what they have done. I was contacted by my constituent, Mr Kulvinder Sidhu, who asked me to attend and participate in today’s debate in order to secure the establishment of the panel and the full release of all the documentation. I do a radio show each week on Hayes FM, our local community radio, and I recently interviewed Mrs Valerie Williams, the former chair of the Association for Children Damaged by Hormone Pregnancy Testing.”
“In May the Government announced the closure of the health control unit at Heathrow airport in my constituency. It contained the staff who undertook the monitoring, screening and treatment of passengers who were sick. I believe many of those staff have now been made redundant, so can the Secretary of State tell me what the staffing arrangements will now be at Heathrow airport? Also, will a training programme be developed for airport staff themselves, including cabin crew and others?”
“Does the Deputy Prime Minister agree with the stance of the Prime Minister, who supports a policy of not coming back to the House to ask for approval of further action, whether it is action against Syria or boots on the ground?”
“On a point of order, Mr Speaker. The Prime Minister has informed us that he will take action without parliamentary authority if he feels it necessary. May I place on record an appeal to you, Mr Speaker, that if there is any indication of further action beyond the remit of this motion, that you consider yourself to have the power to convene the House?”
“I fear that UK involvement will mean that we have fallen into the trap that ISIS has set us. If in accordance with just war theory there is a sound reason or a just cause for intervention, if it is the last resort and if it is a humanitarian intervention, I plead that the UK is not part of it. I agree with other hon. Members that other states in the region have a responsibility to act. They also have the resources to act. They have the military resources because we have sold them those resources. In recent years, Europe has sold Qatar €200 million-worth of military hardware. We have sold Jordan €34 million-worth of military hardware. Saudi Arabia has had €2,264 million in military exports.”
“There is an excellent article by Sunny Hundal on the Labour List website—I mention that because it contains many of my own thoughts and I do not want him to accuse me of plagiarism. UK engagement is exactly what ISIS wants. It wants the US, the UK and other western countries to invade Iraq and kill civilians, because that would unite radical Sunni elements in the middle east against such intervention. Sunny’s second point, which I fully agree with, is that ISIS would want to ally us with Assad, or even elements of the Assad regime if he goes. That, too, would unite radical Islamist forces against the west. As Sunny points out, ISIS would want the symbolism of the UK linking up with the US yet again to invade or threaten to take military against a Muslim country.”
“With regard to legal authority, I hope that whatever action we take we commit ourselves to ensuring that it is done through the United Nations with an appropriate resolution. No action should be taken unless there is the appropriate resolution. That was the problem with Iraq that caused such division both in our community and throughout the world. I am concerned that we seem to be rushing fairly quickly to an extensive bombing campaign. No bombing campaign is based on precision bombing. We have seen that time and again, in every intervention in the past century. Proportionality was introduced to protect civilians but, in the bombing campaigns we have waged in recent years, there has been no protection of civilians. That leads us to the question of who should undertake action if action is taken.”
“I remember the discussions that we had on Iraq, and the elaboration of the just war theory, which comes all the way down from Thomas Aquinas. Under the just war theory, before we enter into military action of any sort, particularly in another country, there has to be just cause, appropriate legal authority, proportionality, and the action should be taken in the last resort. Those are just some elements of the just war theory. I am anxious that we are taking the next step towards military intervention in Iraq and Syria without full cognisance of our legal position. Is there a just cause for an intervention at this stage by this state—the United Kingdom—when there are other parties that could be acting?”
“I apologise profusely for being out of the debate for most of the afternoon. I heard the speeches by the Front Benchers and then I had to attend a meeting at the Home Office about the data retention Bill. I wish to discuss the issues that have been brought to my attention by my constituents. I will try not to repeat the points that I have heard. All sides of the argument have been eloquently made. I want to focus on Syria and Iraq. My hon. Friend the Member for Islington North (Jeremy Corbyn) has been in the House longer than me, but I have been here for 17 years, and on each occasion that we have discussed intervening in another country, there has been early consideration of the legality of such a move.”
“People tell me that British citizens fight not just in the Palestinian cause and elsewhere in the middle east, but for the Israel defence force. I would like to know from the Home Secretary what action will be taken with regard to their passports, and what action will be taken against them when they seek to return to this country.”
“The whole argument was that the weapons were sold to Saudi Arabia so that they could be used in its defence, and to ensure that in the region it has a military presence that can effect the suppression of violence and the maintenance of peace. We have sold those weapons to those states, and it is now their responsibility to intervene on a humanitarian basis if necessary within the region. I agree that bombs usually do nothing more than elicit more violence; my hon. Friend has made that point in the past. Therefore, we should ensure that we supply humanitarian aid to the region. Like other hon. Members, I was lobbied all summer on Gaza. We had a meeting of 200 people in my constituency, which mobilised with the 100,000 on the demonstration.”
“I find the Secretary of State’s complacency extremely worrying. Two hundred probation officers turned up last week to lobby their MPs, all of them consistently reporting that the system is not working. The Secretary of State refused to undertake pilot schemes in advance of these reforms, but he did enact what he described as assessments called test gates. There have been three of those. The fourth was meant to start on 1 June but I believe it has not started yet. Will he publish all the information from the test gates, so that we can see what they have reported regarding the implementation of the reforms?”
“Lady said, it certainly will have consequences in her constituency. There is a real worry that giving Transport for London these powers will result in a virtual frenzy in TfL—certainly under the guidance of the current Mayor—to convert land in central London for uses other than transport.”
“Many within the industry raise with us the concern that this rush for short-term gain and short-term profiteering on individual sites will put at risk future developments needed for TfL in the long term. The Mayor of London has rightly argued that we should be expanding the transport network in the capital, which means that some of the land currently in the ownership of TfL will need to be used. It looks as though individual developments will be allowed to take place, which will take the land away from transport use into speculative development, as we have seen in the Earls Court development. The hon. Member for Ealing Central and Acton (Angie Bray), who is no longer in the Chamber, mentioned that earlier. There is no guarantee that development of land in one area will not have consequences for other sites, and, as the hon.”
“I think it has cost the party of the hon. Member for Harrow East control of the local council, such was the scale of the opposition, and it has subjected local residents to insecurity in their homes as well as raising concerns about the local community and the local environment. The concerns about this Bill are real. Let me run through some of those concerns. The Bill will enable TfL to sell off or lease out land to developers elsewhere and right across the capital in the attempt to link up with property speculators as a means of gaining significant income—despite the track record of disasters in the past. Discussions with the RMT and other unions involved in TfL revealed their concern that such practices could produce extensive speculation around TfL sites, many of which should be secured for transport operations.”
“These are not limited partnerships—they are not limited by guarantee or anything like that—but straightforward partnerships in which I suppose the main balance of interest will be with the private sector. The concern is that, yet again, the public sector will be left with the responsibilities. No matter what has been said about the hedging of some of the investments, those responsibilities could be unlimited. People have examined the recent escapades of TfL in private sector development, and I am sure my hon. Friend the Member for Hammersmith (Mr Slaughter) will want to raise the issue of Earls Court, which does not inspire confidence. In fact, if this legislation had been in place at that time, it would have been used during the Earls Court development, which has aroused an amazingly sizeable opposition within the community.”
“Time and again, TfL officials and others came forward to advise us that PPP was an excellent way to raise funds and provide services, yet it was a complete disaster, which threatened £3 billion-worth of investment in TfL. When we looked at the figures, we found that £400 million had been spent on consultants, accountants and legal advisers, first to set the thing up and then in some way to try to retrieve it from the disaster it became. I therefore think that this relatively small Bill of seven clauses has excited opposition among some members of the community and some Members of this House because of lack of confidence in TfL’s ability to go into partnerships with the private sector without either creating a disaster or being ripped off. Many of us worry that TfL will be given new powers to enter into partnerships that are not secure.”
“Perhaps further advice should be given to TfL about how to behave when promoting proposed legislation. Perhaps the hon. Gentleman could suggest that sending a “peace in our time” letter at 3 o’clock on the day before the legislation is considered is simply unacceptable. At this stage, I would expect TfL to withdraw the Bill, consult on the amendment and bring forward a properly drafted Bill, but I cannot see that happening, so let us have at least some general discussion today about why people are anxious about it. I think it is a matter of ever having confidence in Transport for London dealing with any property development. The hon. Member for Harrow East mentioned problems with taking over tube lines. Many of us have a long memory of what happened with TfL and its relationship with the public-private partnership, which was a disaster.”
“TfL has been promoting the Bill since 2011; it wrote to the RMT in May when it knew about some of the specific objections and the petitions against the Bill had gone in; we had a meeting on Friday afternoon; and at 3 o’clock yesterday we received notice of an amendment. TfL’s parliamentary or advisory team needs to be examined to see how we have reached this parlous state in debating the Bill. I would have expected TfL at least to consult everyone who had petitioned against the Bill so far before introducing the amendment. It was obvious that such an amendment would be offered, because the lack of accountability to the Secretary of State in clause 5 stood out, but rather arrogantly it thought it could force the Bill through in the next few weeks without considering the main concerns expressed by the petitioners.”
“It is often a tactic in debates such as these to talk at length to delay a Bill as much as possible, to obfuscate and to try to prevent it from becoming law, but we do not need any assistance in that regard for this Bill, as Transport for London has been doing that for us since 2011. It has been a bizarre process. I reassure the hon. Member for Harrow East (Bob Blackman) that I will not seek to divide the House and vote against the Bill. I am a convener of the RMT parliamentary group and we are assured that clause 7 will assist us in protecting the hedging process for pension funds, so there is one clause that might have a shred of justification. The hon. Gentleman mentioned that TfL had offered an amendment inserting a new subsection in clause 5. At some stage guidance must be issued to promoters of private Bills.”
“In the case of some of the partnerships that have already been entered into, ownership of some of the sites is so diffuse that it is difficult for the public, in particular, to hold anyone to account when it comes to some aspects of the deals.”
“We received that letter on Friday specifically because concern after concern had been raised consistently over the years—for instance, regarding the fact that even the Secretary of State did not have the authority to be consulted about the exercise of some of these powers. We have now been told, in a letter that we received at 3.30 yesterday afternoon, that an amendment will be tabled to deal with that. It would have been helpful to have seen at least a draft of the amendment; all that we have is a letter of comfort, or discomfort, depending on people’s judgment of it . If we look at TfL’s record of participation in developments with private sector entities, we see that it is the commercial entity that has gained the profit and TfL that has been left with the responsibilities and, often, the liabilities.”
“Most of the sites are being used for speculative development, and many are being bought by overseas landlords with a view to letting properties at extremely high rents. People fear that if TfL is given these powers, it will go on a development binge with the private sector throughout London, without taking into account either the needs of the transport infrastructure in the long term or the needs of local communities. The Bill seems to take no cognisance of the need for TfL to bear in mind the social criteria or social objectives relating to any future development when using the powers. As the hon. Member for Harrow East pointed out, there also seems to be a lack of accountability in the case of some of the partnerships.”
“We may well see a speculators’ charter in relation to properties that are currently in public ownership under the auspices of TfL. People are worried not only about the desire to gain income, but about the fact that the current property developments are based largely on the selling off of land for the building of residential properties. Transport for London, as a public body, might well want to enter into a partnership with, in particular, local authorities, in the hope of combining the advantages of improving the transport network with the provision of residential homes. However, it seems from the examples that we have seen so far—notably in Earls Court—that the residential homes will not necessarily be for local people: in fact, that applies to a relatively small percentage.”
“What those who work in the industry want is a consistent plan for the development of the transport infrastructure, but what the Bill does is give more power to TfL to enter into speculative developments on the sites that it owns, along with developers. In the case of Earls Court—on which I am sure my hon. Friend the Member for Hammersmith will wish to elaborate—we have seen property development for short-term financial gain override the needs of the travelling public and the need for long-term investment in the future of the transport infrastructure. That example illustrates the loss of confidence in Transport for London among the public that will result from its exercise of the new powers, if they are given to it.”
“TfL said on Friday and in some of its other discussions with Mr Osband that this was the preferred route of the developer. I am afraid that that does not inspire confidence that any public investment in these developments would be secure.”
“On Friday, we were mystified as to why there was a need for limited partnerships. The legislation itself provides for the ability to enter into partnerships with companies and others. These would be proper legal entities and they would ensure that the burden of risk was shared with the partner rather than falling significantly on to TfL. We are now at a late stage, and the petitioner has made his position clear. On Friday, he was simply inviting TfL to get further legal counsel’s opinion, because he and a number of others had contested the original counsel’s opinion that TfL had brought forward. I have yet to hear a convincing argument from TfL as to why it would want to enter into limited partnerships, given the element of risk involved.”
“He admits that he is not a lawyer, but he has vast experience in property development and commercial activities. He tried to explain his concerns, which I now share, to TfL regarding limited partnerships. The issue that Mr Osband raised was that a registered limited partnership may not carry out any activities at all. The partnership is between one partner and a general partner, and the general partner largely bears the main liabilities. If the other partner becomes active in some way in the management of the process, it will then become part of the definition of the general partnership and will bear liabilities. Mr Osband argued that the limited partnership concept was opening up TfL to bearing almost unlimited liabilities as a result of the process that the legislation will enable it to enter into.”
“TfL would like to be able to use partnership structures to seek third-party investors in its property estate, and to manage secondary income generated from the estate.” TfL mentioned, I think to reassure the noble Lord in charge of the Committee, that “Pension funds and development partners are identified as likely investors, who often prefer limited partnerships to other legal structures to invest in.” I am sure that we will deal with this matter in Committee, but I would like to ask Members to look—if not today, then in Committee—at some of the concerns raised by the petitioners about the concept of limited partnerships and, in particular, at a petition from Mr Richard Osband and other parties. Mr Osband was with us on Friday when we met TfL. He is a knowledgeable person who has done a large amount of research in this area.”
“As Members have said earlier, we all have sites in our constituencies that TfL may want to borrow against and therefore develop with a private sector subsidiary. If it then removes a transport operation from that site, it will have a knock-on effect on other sites because of the shift of functions, as is planned at Earls Court. I am concerned that there seems to be a lack of clarity from TfL in its dialogue with the petitioners on some of these issues with regard to the supply of information. In the presentation to the Unopposed Bill Committee in the other House, clause 6 was explained as follows: “Clause 6 of the Bill will allow TfL to form or join with others in forming limited partnerships.”
“The schedule also refers in sub-paragraph (n) to “land which is not operational land”. Again, it would be useful to know from TfL what its definition of “not operational land” is and what the scale of that is in its portfolio. I raise this because many of our individual constituencies will contain pieces of TfL land which are set aside for future transport developments, and it looks as though this will enable TfL to raise revenue or borrow against those pieces of land without any Secretary of State approval whatsoever. It would be useful to know the scale of that and to have some form of report setting out where these pieces of land are. They could be fairly sizeable. Again, I would welcome clarity about the purpose of this particular venture in this particular case.”
“As I have said, it can do that with regard to activities identified in this schedule without Secretary of State approval. Let me give a selection of them. It can borrow against assets including “property related to a tolling scheme…property related to the generation of power…property related to sponsorship activities being carried out by third parties”. It can also borrow against “property related to the use of land for commercial letting”. I have no idea of the scale that is envisaged, but it means that TfL, without Secretary of State approval, can become a sizeable landlord with commercial lets and borrow against those revenue streams. I would like TfL to say what is meant by this and I would welcome some clarity as we move into the next stages. What is the scale of operation that it is looking at?”
“Under secured borrowing, TfL subsidiaries may borrow for a discrete purpose, and the security could then be structured so that the creditor has recourse only against the subsidiary borrowing and not against TfL or other TfL subsidiaries.” It went on to say: “TfL subsidiaries may not grant security without the consent of the Secretary of State, other than in respect of those matters that are specified in a new schedule proposed to be included in the Bill.” The hon. Gentleman referred to that. Let me take Members to that new schedule. This is not a delaying tactic; I would like TfL to come back with some clarity on all this. The schedule means that it can, without the Secretary of State’s approval, enter into agreement with regard to subsidiaries to borrow and charge against assets and revenue streams.”
“It is looking at developing its sites to provide that and it wants to do it through partnerships with the private sector. As a result there are concerns that the overall operation of TfL will be put at risk. Those are the general concerns. Let me turn to the individual elements of the Bill. I advise Members to go to the minutes of evidence taken before the Unopposed Bill Committee in the other House under Lord Sewel. TfL, with the Department for Transport present, took the noble Lord through the details of the Bill. As the hon. Member for Harrow East has said, it went to clause 5 in particular, and it said: “Clause 5 would allow TfL subsidiaries to borrow and charge against assets and revenue streams. This will provide TfL with greater flexibility on how it borrows.”
“That demonstrates an inherent lack of expertise—I put it no more strongly than that—in the organisation; it lacks the expertise to be able to do deals with the private sector that deliver the service and that avoid the scale of liabilities that we saw under that partnership. It was extraordinary. Members who were here may recall that throughout that period the House was not kept informed. On both sides of the House there was shock at the scale of the incompetence and risk that TfL ventured into in those developments. Those are the main concerns. The organisation is strapped for cash, by the sound of it, although the Government advised us earlier in the year that it received a significant grant. However, TfL says that it is strapped for cash and needs another source of income.”
“Member for Christchurch (Mr Chope): when an organisation is called Transport for London, it should concentrate on providing transport for London, rather than go into property speculation in this way. The argument may be that Transport for London is under financial pressure from the Government or others and needs to look at other ventures, but we must take into account its record of working with the private sector to gain additional income or increase efficiency. There was the debacle of the public-private partnership under the last Government—this is not a party political point.”
“Member for Harrow East that the Bill seems to be an attempt at a quick fix by an organisation that does not have the expertise to enter the activity that it wants to enter. I would be more convinced that it had that expertise if the progress of the Bill had been more efficient and effective. The legislation has been hanging around since 2011. At this late stage, the clauses have still not been drafted properly. Clause 4 has been redrafted three times in that period. We have just received the letter of comfort on clause 5, but no amendment. That does not inspire confidence. This organisation could sit down with some of the most rapacious developers in the history of property development and secure deals without satisfying not just community interests but the long-term financial security of the sector. I agree with the hon.”
“The concern that many of us have is that Transport for London is not a property developer. It is not a developer with expertise in developing sites for high-value residential properties, yet that is the venture that it seems to want to enter into across London on most of its sites. There is an in-built lack of expertise in Transport for London. Many of us think not only that Transport for London is putting sites at risk by removing the possibility of their being used to develop transport infrastructure, but that Transport for London as a whole will be at risk from some of the liabilities that it will take on as a result of going into limited partnerships, which are not protected, with developers. The Bill has consequences not just for specific site development but for the stable funding of TfL in the long term. I say to the hon.”
“While the Bill is in Committee, I hope that we can find sensible amendments that will allow us to set parameters in the Bill to assure us that this leap in the dark will not lead to a future disaster.”
“Property speculators run rings around it time and again, and those speculators then go off to international festivals to market sites that were once owned by the public of London. It is scandalous that speculators can make vast profits out of public asset in such a way because of either the connivance or gullibility of the people responsible in TfL. I urge hon. Members to pay more direct attention to the Bill. There are few Members in the Chamber today, which I understand, given events in Scotland and elsewhere, but the Bill could be as catastrophic for London as elements of what might happen following the referendum in Scotland. We might not only be presented with an extraordinary bill in the future, but lose considerable assets on which we were hoping to build a modern network for transport in London.”
“I warn the House that, as was the case with the PPP, the Bill could be a disaster for the taxpayer overall, and if it goes through, I fear that the Mayor and Transport for London will place a sizeable bill before us in a couple of years because we will have to bail them out for the losses that they have incurred due to speculative development. To echo what was said by the hon. Member for Christchurch, TfL should concentrate on providing transport for London. It is not a property developer. If there was the expertise in TfL to carry out negotiations on such matters, an element of confidence might be inspired in us, but its track record, especially at Earls Court, demonstrates not only that such expertise is lacking, but that it does not even understand that it lacks that expertise.”
“They believe that the Bill should be opposed, despite TfL’s assurances. As I said, I shall not oppose the Bill today, but unless we get a definitive view from Transport for London on some of the questions raised in the debate, unless we have clarity about some of the Bill’s provisions and unless we understand how to set parameters for TfL’s operations in this speculative area of development, we will oppose it at a later stage. I treat the Bill with real scepticism. It could be a speculator’s charter for the Mayor of London, whoever that might be in the future, and that may well be at a cost to London’s council tax payers.”
“Members to read some of the petitions against the Bill submitted by individuals with expert knowledge of the operation of Transport for London and the consequences of its developments so far. Given that TfL has brought forward, at this late stage, its letter of comfort, it would be useful if we advised it that the petitioners should be not only contacted, but invited to petition again, if they wish, specifically with regard to the amendment to which the letter refers. Although we are yet to see that amendment—we have received only the letter—I would welcome the petitioners’ views on that proposal. I have so far received only a couple of e-mails from those who attended Friday’s meeting, although I know that others have an opinion, and their view is that the amendment proposed in the letter would not save the Bill.”
“As I say, I will not oppose the Bill this evening because there is at least one clause on the hedging of protection for pensions that is supported by some elements of the work force, but I hope that by the next stage of our debate TfL will either withdraw some of the clauses, making the Bill workable, or at least provide some form of accountability and set objectives and parameters about the speculative developments that can be undertaken as a result of the powers that TfL will be given. Unless we set those parameters, London’s transport infrastructure could be put at risk, and we might face significant costs and burdens. I hope that the House will fulfil its responsibilities by not taking Transport for London’s assertions at face value, but will be looking at the expert evidence with which we have been provided. I advise hon.”
“They warned us and we had report after report that TfL was being ripped off in its dealings with the private sector and that there would be a catastrophe, and that is exactly what happened. The PPP became a disaster: the companies had to be brought into public ownership and control, we lost at least £400 million through payments to advisers, accountants, lawyers and so on and we put TfL at risk. I think that this is what will happen in this case. The work force, with their expertise, and those who work deep within the heart of TfL are warning that the property speculation promoted by the Bill will put the long-term infrastructure of transport in London at risk.”
“The land assets of TfL have been developed over nearly a century and they are land holdings specifically for development of the transport infrastructure. They are not there for speculative development by TfL to gain some short-term income at a long-term cost to Londoners. The Bill will risk the long-term planning of our transport infrastructure, increase the risk of the liability for property speculation falling on TfL and have an impact on the public purse. We gave these warnings on the public-private partnership and we were ignored. We were ignored by the previous Government and, in fact, we were derided for those warnings that came from the RMT, the TSSA and the other unions that were working on the ground on London transport.”
“Mr Greenhalgh, in particular, wanted to remove working-class people from the area and to populate it with wealthier people. That was one of the statements he made publicly, but, regardless of that, TfL seems unable to defend itself against such political diktats from above and demonstrated extreme incompetence in its negotiations with developers and extreme ruthlessness in preventing local people from having a say in the development. That has resulted not just in a degrading exploitation of public assets but a debacle. That is the example we would give of Transport for London’s incompetence in dealing with a major strategic site and with speculative property developers. If this legislation goes through, developers in London will binge at the expense of the public sector and TfL in particular.”
“The potential issues with that site and the safe operation of the rail transport network have been raised and, as I have mentioned before, there is an increasing threat to social and affordable housing. Indeed, there is even a public health threat because of the air pollution caused by the increased activity around that site, and a threat to some of London’s cultural heritage. Concern has been expressed about the lack of an independent economic impact assessment on the development and a lack of accountability to local people and the elected local authority in its current form. This is a shining example of how TfL, although I am sure it has the best of intentions, can be driven by political motives. I know that there have been statements about the nature of the people that some politicians want to live in the area.”
“Friend the Member for Hammersmith will go into some detail about what has happened at Earls Court. If Members want an example of what could happen under this Bill because of the lack of protection within it and because of the structure that has been put forward with regard to the limited partnership, Earls Court is a classic example. In fact, this Bill was designed to enable TfL to go into a limited partnership specifically with regard to Earls Court. TFL was not able to do that, because the legislation had been delayed for so long, but it went into another form of partnership that has exposed the local community to devastation, almost, and that has exposed TfL to being ripped off for the development. Overall, in that example we have seen a complete lack of transparency about the discussions with the limited company.”