Cities and Local Government Devolution Bill [Lords]

Andrew Jones Excerpts

Tuesday 17th November 2015 Commons Chamber

Brought up, and read the First time.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I beg to move, That the clause be read a Second time.

[The Temporary Chair (Mr David Crausby)]

With this it will be convenient to discuss the following:

Government amendments 62 to 66

[Andrew Jones]

In the summer 2015 Budget, my right hon. Friend the Chancellor reaffirmed the Government’s commitment to the development of a northern powerhouse, a key part of our plan to deliver sustainable economic growth throughout the country. The new clause and amendments, on sub-national transport bodies, or STBs, will strengthen the development of the northern powerhouse and, potentially, the midlands engine and other areas of our country too. In this House and in the other place, we are transforming northern growth and rebalancing our country’s economy. That is not to the detriment of London; it will complement its economic might and build stronger links between cities, so that hardworking people and businesses can access markets and make the most of their skills and dynamism wherever they are.

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[John Redwood]

It is excellent news that there will be more road and rail capacity between the northern cities, as it is much needed. Can the rail capacity be provided on existing track? Is it a question of more efficient signalling and better trains?

[Andrew Jones]

We can boost rail capacity through a mixture of new lines and work to the existing network, alongside the electrification and signalling. The combination of all those things, in conjunction with new rolling stock, will deliver the step-change we need. Our rail industry is a huge success. It has gone from carrying 750 million passenger journeys per year only 20 years ago to 1.65 billion now. The issue our industry is facing is success and how to deliver that success with its capacity. A combination of things are required to deliver the boost in capacity my right hon. Friend talks about.

[Jason McCartney (Colne Valley) (Con)]

Like the Minister, I welcome the unpausing of the electrification of the trans-Pennine route, which my constituents will really appreciate. Will he confirm that when the new northern and trans-Pennine franchises are announced next month it will mean the end to the dreaded Pacer trains across the north?

[Andrew Jones]

My hon. Friend is a vigorous campaigner for rail in the north of England, especially in his constituency, and I am happy to confirm that the Pacers will disappear under the new franchises, which we expect to announce before Christmas.

[Mr Clive Betts (Sheffield South East) (Lab)]

The Minister talks about the importance of trans-Pennine links, which currently are pretty awful. David Higgins described the links between Sheffield and Manchester as a matter of national concern. This is an important new clause—there are 12 pages of it, so it must be important. Just how will it help us to co-ordinate the delivery of HS3 with that of HS2—I have not found anyone in Government making that link—and how will it deliver a tunnel under the Pennines to replace the ridiculously slow Snake and Woodhead passes, which at present pass for road links between Sheffield and Manchester?

[Andrew Jones]

I caution the hon. Gentleman: the length of new clauses and amendments is not necessarily related to their importance. A sub-national transport body would provide a link between central and local government to ensure a united voice representing an area’s transport requirements and, as a result, to make more likely solutions that are tailored to local need. I agree with his basic point, however, that connections across the Pennines, especially between Sheffield and Manchester, are not good enough.

[Mr Betts]

Will the Minister explain again? What role will the body play in looking at a road tunnel under the Pennines? Would it carry out the review of whether one is necessary? Would it commission the work? Or would it simply be advisory? How would it relate to HS2, given that that will need other transport links? What will its role be in that connection?

[Andrew Jones]

I am coming to that later, so perhaps I will address the hon. Gentleman’s points then.

[Mr Andrew Turner]

My right hon. Friend the Member for Wokingham (John Redwood) talked about trains and railways. Will these provisions also include ferries?

[Andrew Jones]

I am not the maritime Minister, so I am not in the best position to comment, but we are seeing huge growth in all our transport modes, and the capacity being injected into our ports is extremely welcome. As to what is happening to our ferries, however, I am afraid I will have to check and get back to my hon. Friend.

Our commitment to improving the road network includes upgrading motorways in the north of England to smart motorway standards; increasing capacity; improving sections of the A19 in the north-east to expressway standard; and improving access to many of our ports, including Hull and the port of Liverpool. I see the difference that projects such as the £690 million improvements to the A1—the biggest upgrade in the country—can make. It is delivering a motorway running to Newcastle for the first time in our country’s history. All over the north, there are schemes totalling £3 billion in the pipeline.

We are already working with Transport for the North on plans for east-west road and rail links to better connect the region so that northern towns and cities can pool their strengths and create a single economy. This includes work to identify the next generation of strategic road investments, building on the transformative schemes in the first road investment strategy. These could include a new road tunnel under the Peak district and major upgrades to other key east-west routes. TfN is also working closely with Highways England as it starts to develop its next programme of route strategies to inform investment decisions for the road period starting in 2020.

TfN is also exploring options to transform services between Sheffield and Manchester, to move towards a 30-minute journey time between Manchester and Leeds, to provide significant speed and capacity improvements between Liverpool and Manchester and between Leeds, Hull and Newcastle, and to bring forward integrated smart ticketing through a new Oyster card-like system of smartcards across the region, across multiple operators and across modes.

These are just a few examples of the good work being undertaken with the first body we expect to become a sub-national transport body. By working with properly established STBs across the country, we will ensure that money is spent on projects that will support growth in each area’s economy and, through that, the country as a whole. A joint interim report providing an update on progress since the first northern transport strategy will be published in the coming weeks.

David Brown, formerly the chief executive officer of Merseytravel, has been appointed the CEO at TfN; and we expect to announce the new chair of TfN before the end of the year. While this work is progressing, the north needs a body with permanence and solidity rather than the current voluntary arrangements for TfN. That is why my right hon. Friend the Chancellor announced plans to establish TfN as a statutory body with statutory duties.

Putting TfN, and potentially others, on a statutory footing is a crucial symbol of our commitment to rebalancing the economy because it gives a clear leading role to planning and developing a programme for the north. It will provide TfN with the authority to enter into contracts and enable it to recruit staff to drive forward activity and give stakeholders and staff confidence in TfN as an organisation. Making it a statutory body, to which the Government are committed, shows long-term thinking and sends a clear message about this Government’s determination to join up transport planning to help drive economic growth.

Creating TfN as a statutory body, and others like it, means legislation is vital if we want to promote thinking about how to use transport to grow economies—not just now, but for 40 to 50 years into the future. This statutory status gives STBs the permanence and stability they need to do this crucial work. It means they will not be unduly constrained by political cycles or administrative boundaries. That is why the Government have moved quickly to develop legislation and allow TfN the certainty it needs about its future to deliver an ambitious programme. To ensure TfN is ready to look at improvements, not just now, but in the next Parliament and beyond, we are aiming to introduce the secondary legislation at the earliest opportunity, so that it will be established on a statutory footing no later than 2017.

The new clauses and amendments under discussion will not just fulfil our commitment, but help to deliver the programme to build a northern powerhouse that will be a step change for how decisions on transport policy are made across England. It will formalise local input into strategic investment so that TfN can advise on a transport strategy to boost growth and development to its areas. It will allow TfN and similar bodies to evolve with the potential to assume more strategic responsibilities over time.

This clause thus goes further than the northern powerhouse alone. It provides a way to create organisations similar to TfN across the whole of England, except London, at the request of local areas. For example, the newly strengthened Midlands Connect partnership brings together 26 local authorities and 11 local enterprise partnerships, working with national agencies and Government to drive forward improved transport links across the midlands to power the midlands engine. Midlands Connect tells us that improved transport links in the region could boost the economy by more than £1 billion a year, create 300,000 jobs and save businesses nearly £0.5 billion every year. This Government have provided £5 million to Midlands Connect to develop a transport strategy for the midlands, to set out credible long-term transport investment priorities for the region that will help build the midlands engine for growth this country needs.

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[The Temporary Chair (Mrs Anne Main)]

It would be useful if the Minister could veer off the A303, which I am not aware is part of this Bill.

[Andrew Jones]

The A303 is not part of the Bill, but the A303, the A30 and the A358 are critical schemes in the Government’s first road investment strategy, which is being implemented between now and 2020-21. I can tell my hon. Friend that it is on track, and that we want to create much more resilient road access into the south-west.

Once this legislation is passed, the Midlands Connect partnership would be able to move forward in the process to become an STB alongside TfN, should that be the route its members wish to take. STBs will give localities a greater say in strategic transport planning for their region, because local people better know their economies and their development needs, and how growth can be maximised in their area.

Let me outline the detail of our proposal for the creation of these sub-national transport bodies. The new clause sets out the basic powers and responsibilities of all STBs. It will be for local areas to come to the Secretary of State with a proposal to form an STB. The Secretary of State’s role will be to consider and approve the proposal once consent from the authorities and a period of public consultation have been completed.

[Graham Stringer]

The section of the new clause that is headed “102M General powers” is drawn incredibly widely. Can the Minister tell us, in plain English, exactly what an STB can and cannot do? There is a generalised limitation in the next section, but given the width of the definition, it is not clear to me whether one of these bodies could turn itself into a housing or education authority.

[Andrew Jones]

The new bodies are intended to create a link between Whitehall and Westminster and the constituent members of combined authorities. They will be able to develop transport plans for their areas, and come together to tackle issues that are currently decided here or in Whitehall rather than by local councils, relating to, for instance, longer-distance road or rail networks or systems that cross geographical areas, such as a smart ticketing system extending across the north. This is not about broadening their responsibilities to take powers away from other areas; it is about taking powers from Whitehall, increasing accountability, and ensuring that decisions are made locally.

[John Redwood]

Will the Minister give us a little more detail about how the powers of the Secretary of State for Transport to improve and look after the national road network will be affected by the new powers providing for regional policies on roads? Presumably the Secretary of State will still be in charge of the national network.

[Andrew Jones]

The Secretary of State will still be in charge of the national network. He will still be the final decision-maker in relation to the overall national transport strategy, and the way in which money is allocated to different schemes and areas. At first, STBs will advise him on strategic transport priorities for their areas to help promote economic development, but over time they will be able to advise him on how they can develop their roles and take on more responsibilities for improving transport planning, or provide for other enhancements to economic development in their areas. The Secretary of State will not be made redundant by these developments.

[Mr Betts]

I am still not sure what role an STB will play. Will it be just an advisory body? Will it be just a planning body? Will it just help the Secretary of State to make decisions? How, in particular, will it relate to HS2 and HS3? Will it try to link those two bodies? Will it have any oversight of those developments?

[Andrew Jones]

STBs’ responsibilities will start with the development of plans for their areas, as the hon. Gentleman will know from the Transport for the North plan, which was published last year. As the STBs develop, I shall expect them to work with other bodies. A memorandum of understanding has already been signed by Transport for the North and Highways England so that they can inform each other’s plans. That is how we expect the arrangement to work. Decisions will be taken away from here and made on a more local basis, and the bodies will then collaborate in order to produce the right plans for their areas.

Subject to the Secretary of State’s agreement, affirmative secondary legislation will designate an area as an STB area. Consistent with enabling legislation, there will be no “one size fits all” approach. The governance for STBs will not be standardised across all of them, and the detail relating to each one will be set out in secondary legislation. Combined authorities and local transport authorities will make up the membership of each body. To ensure that STBs are accountable to the people whom they represent, each one will be overseen by a political-level board consisting of either metro mayors—where they have been established as part of the Government’s devolution programme—or the political leaders of the relevant constituent authorities. The Bill also specifies that the STBs will have a chair, and will enable, but not mandate, the Secretary of State to make regulations for their constitutional arrangements.

To ensure that each STB is established in a way that is right for the area for which it is working, the exact detail—such as the make-up of the board, quorums, the presence of any non-executives, and the appointment of a chair—will be left to individual pieces of secondary legislation, reflecting local plans and local need. The board will then be able to co-opt other members, such as representatives of local enterprise partnerships, to give local businesses a voice, or representatives of neighbouring authorities, to cover cross-border interests.

Initially each STB will advise the Secretary of State for Transport on strategic transport schemes and investment priorities for its own area. STBs will develop a long-term transport strategy which will set out with one voice the area’s view on transport’s role in its economic development. Within the lifetime of this strategy, the STB will then need to create shorter-term transport plans that will prioritise transport interventions to be delivered in given time periods, likely to be mapped on to road and rail investment cycles. This process is already under way within Transport for the North.

Over time, the Secretary of State may grant individual STBs additional responsibilities, through further secondary legislation, around the decision-making and delivery of transport schemes and significant cross-regional schemes, such as smart ticketing. The Secretary of State, and other public authorities including local and combined authorities, will not be able to overlook an STB’s transport strategy when developing their own transport strategies and plans. In return, this legislation requires STBs to consult with local government bodies, the Secretary of State for Transport and other interested parties within or without the STB, thereby ensuring it meets the expectations of all parties.

STBs will take a strategic-level view across an area to improve transport infrastructure and services, and address how that can support the economy. This involves assessing which transport schemes deliver most benefit from their investment, and how best to improve regional connectivity.

In creating STBs, the Government are demonstrating their commitment to work together with local areas to tackle those transport issues that cut across administrative boundaries, such as longer-distance road and rail, and find joint solutions that benefit people travelling across the region, such as smart ticketing. It is important to stress that this legislation gives all areas the opportunity to benefit from the establishment of STBs so their economies can grow. This is a key part of the work to help rebalance the economy outside London. Accordingly, I believe it is necessary for TfN, Midlands Connect and all future STBs to be enshrined as statutory bodies with appropriate statutory powers, and I commend this new clause to the House.

[Mr Steve Reed]

It is welcome to hear the consensus for devolution from all parts of the House this afternoon, and welcome, too, to hear the Minister tell us he is in listening mode. I hope so, because there is an awful lot still to work out across the Bill, including in the new clauses before us now. It will be important if we can build consensus around them so we have a solid foundation on which to build in the Bills that I am sure will follow this devolution Bill.

Labour wants to see the devolution of control over local transport so that trains, buses, trams and cycling can be properly integrated. I welcome the Government new clause. It is undoubtedly a step forward, but, like other parts of the Bill, it is limited by three factors: first, it does not go far enough; secondly, the funding and resourcing are not clear; and thirdly, it still keeps too much control in Whitehall. We would welcome further Government thinking on all those areas before we come to a final decision on the Bill.

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[The Temporary Chair]

Does the Minister wish to come back in at this point?

[Andrew Jones]

indicated dissent.

Question put and agreed to.

New clause 34 accordingly read a Second time, and added to the Bill.

M56 (Junctions 12 to 14)

Andrew Jones Excerpts

Tuesday 17th November 2015 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

It is a pleasure to serve under your chairmanship, Sir Roger. I congratulate my hon. Friend the Member for Weaver Vale (Graham Evans) on securing this debate on road safety, an issue I know he champions consistently. I am grateful for the opportunity to update the House on current and planned action between junctions 12 and 14 of the M56.

I know that my hon. Friend is concerned about the number of incidents on this stretch of the strategic road network. He has made his case eloquently and I want to reassure him and the House that I take safety seriously. I share his concern that some of the incidents have resulted in serious injuries and, sadly, fatalities. Highways England is already investigating the reasons for that worrying trend, examining the data in depth to see whether any trends emerge in terms of causation factors. It is too early to say at this point what final measures the review might identify or the time scales for implementing them, but I will ensure that that is given priority and that Highways England is aware of the concern in the House, which is shared by colleagues on both sides.

[Derek Twigg]

Has the Highways Agency carried out a road safety audit? If not, why not? If it has, what were the results?

[Andrew Jones]

I thank the hon. Gentleman for that intervention. He has been assiduous in asking about safety on the M56 and he will recall that I wrote to him about it in September. I assure him that safety is a top priority for the Department and for Highways England. The investigatory work is ongoing and I will make sure that the results of that work are shared openly and given appropriate priority by Highways England. I will also make sure that a report of this debate is sent to Highways England with immediate effect.

I will say a little about the long-term investment in the road network. We are taking a strategic and long-term approach to planning our network and we are providing stability of funding for Highways England, so that it is better able to plan its investment in the network. My hon. Friend the Member for Weaver Vale will recall that the first road investment strategy, which Highways England is now delivering, includes a commitment to invest in stretches of the M56, including the new junction 11a to link the M56 to the A533 at Runcorn, creating an improved link to the new Mersey Gateway bridge from the south.

The first RIS was informed by a comprehensive review of the entire strategic road network through a series of route strategies, prepared at that time by the Highways Agency. The pressures and needs of the M56 were assessed as part of the broader south Pennines route strategy. Such route strategies marked the first time that the needs of the strategic road network had been comprehensively assessed, link by link and junction by junction. I am pleased to advise my hon. Friend and indeed the House that such an assessment of the M56 and other parts of the network is not a one-off.

We are developing the process for preparing a second RIS, which will cover the period after 2020. A key part of the evidence base will be Highways England’s next iteration of these route strategies, which it will use to identify the current and future constraints that the performance of the strategic road network places on economic growth. It will then use this information to identify how future delivery and investment plans might address and remove those constraints. As we take the local route strategies forward, I think we will see greater collaboration with local authorities, local enterprise partnerships and other local stakeholders to determine the nature, need and timing of the future investment that the network requires.

To inform the second RIS, Highways England will begin to develop the next round of route strategies with a view to publishing them at the end of 2016-17. I want to change the process a little bit for our second RIS, to make it far more open and to ensure that colleagues here in the House are able to contribute to it with their suggestions. There is no shortage of ideas about the improvements that are required across our network and I want to make sure that colleagues get a chance to contribute to, inform and shape the strategy.

[Justin Madders]

I think we will all be grateful for the opportunity to make an input to this process for investing in the network. Will the investment plan also consider the day-to-day operational costs and expenses of running the network? The hon. Member for Weaver Vale (Graham Evans) highlighted the increase in the time taken to deal with incidents, and my hon. Friend the Member for Halton (Derek Twigg) mentioned the reduction in the number of incident support unit officers. Will some consideration be given to reinvesting in incident support units, to alleviate the impact of collisions on the whole network?

[Andrew Jones]

Road investment strategies are focused upon capital, but I am acutely aware that in certain cases capital brings with it revenue implications, and we consistently hear arguments about that. Today, however, I am talking specifically about capital investment.

I expect to make announcements about RIS2 and the process for it within the next few weeks. I expect that the assessment of the M56, as part of the route strategy work, will include consideration of any further safety-related measures, as well as consideration of whether or not to upgrade this section of the motorway to a smart motorway. I noted the support of my hon. Friend the Member for Weaver Vale for smart motorways. They work by using technology to control traffic and to vary speed limits, with detectors in the carriageway that monitor the flow of traffic. I have seen these smart motorways being introduced up and down the country, and they have been highly successful. I have also noted that colleagues have expressed support for them on many occasions in other debates. These solutions are very much long-term solutions, and if a decision is made to upgrade this section of the M56 to a smart motorway, it may be that the construction work could commence after 2020, but I assure the House once again that as we develop RIS2, safety will be central. It is one of the key requirements in the first RIS and it will continue to be a priority as we develop our plans.

In the meantime, I recognise the importance of minimising the disruption to road users when incidents occur. Highways England is considering, subject to final funding decisions, improving technology around the junction of the M56 and M53, known as Stoak interchange, or junction 15 of the M56. There are plans to install portable variable message signs at this junction. When an incident occurs on the M56 that results in severe congestion or even a closure, Highways England’s north-west regional control centre would be able to activate these signs, which would highlight the problems ahead and advise motorists to look for alternative routes, for example a signed diversionary route.

On a different issue, I notice that my hon. Friend has an online campaign to support quieter road surfacing on the M56. I fully understand his concern, and he has spoken powerfully on behalf of his constituents. Like all colleagues, I recognise how distressing traffic noise can be. It can be extremely loud, even if it is a clear fact that road surfaces have improved significantly in recent years. As a Minister with responsibility for roads, I am taking a great interest in asphalt technology and bitumen. I am keen to impress on my officials the importance of working with the sector, particularly contractors, on bitumen research and development to deliver better surfaces and quieter roads. Such work is a part of improving our road network, including its durability and safety. I have also received a very interesting presentation on this subject from Shell, which then kindly presented me with “The Shell Bitumen Handbook”—a surprisingly large tome.

I understand that my hon. Friend has been out with Highways England to see some of the resurfacing work on the network, and I commend him for that. Of course, road surfaces can help to reduce noise levels, but it is not just the road surface that highway authorities should consider to mitigate the noise for residents living close to a busy road. There are other measures that can be taken, such as erecting noise barriers, walls or noise embankments.

I will quickly mention the local road network. The Government are providing local authorities with £6 billion between 2015 and 2021 to improve local roads. This certainty of funding will ensure that local authorities can plan ahead and use cost-effective and sustainable materials for their roads to mitigate excessive road noise. I am pleased that local residents close to the M56 will benefit from the resurfacing of the westbound carriageway with a material that makes less noise than the material used in 2014. I think they will be reassured to know that Highways England will consider resurfacing the eastbound carriageway within the next two to three years.

Finally, my hon. Friend and the House will recognise the benefits for the region that will result from the plan to relieve build-up in and around Runcorn, and the new junction 11A, which forms part of the Government’s commitment to the northern powerhouse. Rebalancing the economy by creating a northern powerhouse is part of our long-term economic plan. Our objective is simple: it is to allow the north to pool its strengths and to become greater than the sum of its parts. That plan puts transport right at the heart of the agenda. We are making huge progress. By committing £13 billion to transport across the north in this Parliament, we aim to capitalise on the success of transport investment in London to create the northern powerhouse, which will be a second powerhouse region in the UK.

Rail investment has been mentioned, but I think that is a subject for another day.

I thank my hon. Friend the Member for Weaver Vale for all he does in championing his constituency, and I hope that he is reassured that the Government are listening. A fantastic level of investment is going into our transport infrastructure, now and in the future. Safety is at the heart of that investment and it will remain so. My hon. Friend made some specific points and I will write to him with detailed responses, but I assure him that road safety is at the heart of our plans. In fact, the first piece of work that I commissioned as a Minister was on road safety, which I hope indicates my personal commitment to the subject. I thank all Members for their contributions to this debate.

Question put and agreed to.

Driver First Assist

Andrew Jones Excerpts

Thursday 5th November 2015 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I congratulate the hon. Member for Stoke-on-Trent South (Robert Flello) on securing this debate about the work of Driver First Assist. He made some very valuable points about road safety. I know that he is a champion of the haulage sector, and I consider myself to be one, too. That really important sector in our economy can sometimes be a little overlooked.

Let me start by commenting on the hon. Gentleman’s important points about road safety. The UK remains one of the world leaders on road safety, as measured by deaths per mile travelled; overall, our road safety record is second only to Sweden’s. Second is good, but it is not good enough: I want our roads to be the safest in the world. To quantify what that means, although there were 1,775 road deaths in 2014—a rise of 4% on the previous year—that is the third lowest annual total on record after 2012 and 2013. That figure should be seen against an increase in traffic volumes of 2.4% between 2013 and 2014, which was the highest rate of growth of motor vehicle traffic since 1996.

The winter weather has also played its part, but taking into account last winter’s severe conditions by adjusting for average winter temperatures and rainfall, there were 43 fewer deaths in 2014. I am cautious about taking one data point as evidence of a trend, as there is very little merit in that. If we take a pace back and look at the record over time, however, we can see that there were 45% fewer fatalities in 2014 than a decade earlier, in 2005.

Although we have one of the best road safety records in the world, we can certainly do more to prevent deaths and serious injuries. We ought also to remember that the consequences of road collisions can be absolutely devastating. We talk about the statistics, but behind every statistic is a shattered family. This is personal: it is really serious and it matters.

I thought it would be helpful if I detailed how we are working to improve driver skills, knowledge and attitudes through campaigns, such as the THINK! campaign, which will contribute significantly. We are ensuring that drivers and vehicles are licensed and safe, and bringing in laws to make roads safer. Sadly, road traffic collisions sometimes result in people suffering life-threatening injuries, and every minute counts in terms of their chances of survival. Providing professional drivers, who are often the first to witness or come across such incidents, with some of the basic life-support training and the knowledge to know what to do will ultimately mean that patients get the care they need while the emergency services are en route. I therefore support the work of Driver First Assist very strongly. I am happy to encourage more drivers to take such training, and I will certainly ask my Department to consider all possible avenues.

[Robert Flello]

The Department is regularly in touch with haulage firms to ensure that they comply with the various requirements. That always strikes me as a fantastic opportunity to send out the occasional reminder, whether it is on the bottom of an email or printed on a document.

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[Andrew Jones]

The hon. Gentleman makes a valid point. I will come on to some practical suggestions later, in which I will broadly agree with what he has said.

I will ensure that we take every opportunity to promote the work of Driver First Assist. As the hon. Gentleman says, members of Driver First Assist are drawn from the ranks of professional drivers and those who drive regularly as part of their profession. It has established an excellent working relationship with the Association of Ambulance Chief Executives and has the endorsement of the fire and rescue service, the police service and the traffic commissioners.

Driver First Assist equips drivers with skills and resources to manage the scene at a road traffic accident and deliver life-saving first aid in advance of the arrival of the emergency services. It estimates that 46% of road traffic accident fatalities could be avoided if first aid was available early at the scene. That is a powerful statistic. The scheme gives us the opportunity radically to reduce human misery through the application of simple first aid training and the good will of professional drivers.

Many deaths occur from little more than a blocked airway—a condition that, with the right training, is relatively easy to treat. Death from a blocked airway occurs in about four minutes. As the hon. Gentleman said, the target time for an ambulance is eight minutes. Some 50% of road traffic accident deaths occur before the emergency services arrive, which means that Driver First Assist trained drivers can make a vital difference in the first crucial moments.

Drivers are required, as part of their certificate of professional competence, to undertake 35 hours of periodic training every five years. That training can and often does include first aid training. Anecdotal evidence suggests that first aid training is a popular choice for drivers undertaking their periodic CPC training. Of the 3,370 CPC periodic training courses approved by the Driver and Vehicle Standards Agency, 738 are specifically named as a first aid course or a variation on one. That is 21% of all courses and the percentage could be much higher because some other courses feature an element of first aid. In 2014-15 almost 8.5 million hours of periodic training were recorded by the DVSA. It estimates that that equates to about 1.8 million hours of first aid training across the country.

[Robert Flello]

The Minister is being very generous with his time. As vital as the first aid element is, there are many other elements of Driver First Assist, such as knowing how to position one’s vehicle to protect the lane and the incident in a way that avoids causing another accident and knowing how to hand over to the emergency services in a professional way.

[Andrew Jones]

Again, I entirely agree with the hon. Gentleman. The training in the DFA course is very helpful and broad.

All established professional HGV drivers have to top up with five days of training every five years. We would be happy to link up with Driver First Assist to make sure that training providers know that it is an option they can provide. We would also be happy to publicise it with trade associations and trade unions to operators and drivers.

I am aware that there have been concerns regarding the drivers’ hours regulations. It is right that we have a system to ensure that professional drivers do not exceed their legally controlled hours, but there is a concession for drivers who undertake this selfless public service in article 12 of the drivers’ hours regulations. A driver may depart from the drivers’ hours rules to enable their vehicle to reach a suitable stopping place. That is available when they have interrupted their journey to administer assistance at the scene of an accident as part of the DFA initiative.

I am aware of concerns that, by administering first aid, drivers could open themselves up to potential legal action, but I assure the House that it is very unlikely that action would be taken against a first-aider who was using the first-aid training they have received. Legal advice would suggest that there is little chance of any such claim succeeding, and in the unlikely event of a claim against a DFA member, that member would be provided with the appropriate legal resources to defend themselves.

Some drivers are concerned that stopping to administer first aid may make them miss deadlines set by their employer. I expect that most employers in the haulage industry would applaud the actions of drivers who stop to save lives—I would certainly applaud that, and I am sure that will be the message from the House. Overall, such actions are likely to save time and money by reducing the delays caused by accidents and allowing emergency services to reopen roads more quickly. I therefore think that criticism is false, and I hope my explanation has helped to put such concerns to bed.

Driver First Assist believes that rapid provision of first aid at the scene of an accident could benefit the UK economy by approximately £1.5 billion per year, and we estimate that congestion on the strategic road network costs the UK an estimated £1.6 billion per year. The ability to reopen roads quickly following a road traffic accident can contribute to a significant reduction in that cost burden, and that is of course on top of the human costs of injuries and deaths.

What, if anything, can we do to increase the number of drivers that provide this vital service? I will ask the Driver and Vehicle Standards Agency to ensure that drivers are made aware that first aid training can form part of the periodic certificate of professional competence training that is offered. My Department will encourage haulage industry trade associations and the trade unions—I have met both—to highlight Driver First Assist to their members. In the next couple of weeks I will meet representatives from the haulage industry, and I will emphasise the value of the scheme at that meeting. I will ensure that my officials contact Driver First Assist to ensure that the Government are providing all the support necessary—including moral support—to support its work in practice.

The hon. Gentleman asked whether I would be happy to meet DFA: I would be pleased to. I have a very open-door policy and I want to make significant progress in road safety. I am acutely aware that not all ideas will come from the Department for Transport, and I am happy to take ideas from anywhere if we can make a difference. If Driver First Assist wishes, I would be happy to highlight the scheme in Government publicity including, for example, the gov.uk website. In conclusion, Driver First Assist has, and will continue to have, my personal support and thanks. The hon. Gentleman highlighted eloquently the difference made by DFA, and our nation is stronger for its work.

Question put and agreed to.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 29th October 2015 Commons Chamber

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

11. What recent assessment he has made of the effectiveness of his Department’s policies on increasing access to public transport for disabled passengers.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

We have made significant progress on increasing access. By the end of the year, we expect around 75% of rail journeys to start or end at a step-free station. That is an increase from around 50% when the Access for All programme started. That programme will deliver 151 step-free routes at stations this year. On the buses, only 57% met accessibility regulations in 2009-10. That number is now nearly 90% and rising.

[Susan Elan Jones]

I know that every Member of the House will want to congratulate the friends of Chirk station on their sterling work and the Labour Welsh Government for the massive investment in that station, which means that it will be totally accessible to disabled people from the end of next month. Many of us are very concerned, however, about the slashing of funding for the Access for All programme by 42%. It is a basic programme that provides ramps, lifts and the like. Will the Minister tell us why the Government are doing that and why they have not changed their mind?

[Andrew Jones]

I am aware of the installation of the new footbridge at Chirk station, which will vastly improve the facilities there, but I do not recognise what the hon. Lady says. The Access for All programme has been a great success. We are building on the success of the programme that was launched by the previous Government. So far, £386 million has been spent and about 1,200 stations have benefited from smaller-scale improvements. To build on the success, a further £160 million of funding has been allocated in the last year, which will extend the scheme to a further 68 stations.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

I am sure that you, Mr Speaker, and the Minister will join me in congratulating Northumbria University on its new chancellor, Baroness Tanni Grey-Thompson. [Hon. Members: “Hear, hear.”] Thank you. To get to Newcastle, the chancellor has to propel herself up the impossibly steep footbridge ramp at Eaglescliffe station, which is treacherous in difficult weather. Network Rail says that it cannot afford to put in a lift. Is that the result that the Government expected when slashing the Access for All grant by 42%?

[Andrew Jones]

Baroness Grey-Thompson is an extremely impressive figure and the university will benefit from her involvement.

[Mr Ben Bradshaw (Exeter) (Lab)]

Not if she can’t get there!

[Andrew Jones]

Of course she has to get there and I will look into the case of Eaglescliffe station.

The point remains that the Department for Transport is committed to ensuring that disabled people have the same access to transport services and opportunities as other members of society. That is why we are fully backing the Access for All programme and rolling out more disability access to buses. That is a measure of its success. The programme has generated a positive response. Research at stations that have benefited from the programme has found that passengers with mobility impairment have a better travelling experience as a result, and that goes up among those who have wheelchair issues.

[Mr Speaker]

We are all now better informed.

[Daniel Zeichner (Cambridge) (Lab)]

The Minister will know that about 60% of disabled people live in a household without a car and that disabled people use buses 20% more than others. He will also know that since 2010, 70% of local authorities have cut funding for bus services. We know that more cuts are on the way, like those that were announced in my county this week. Does he understand what impact those cuts will have on disabled people? What proper assessment has he made of the potential impact on disabled people?

[Andrew Jones]

First, I welcome the hon. Gentleman to his place. I am acutely aware of how important buses are for disabled people, as well as for other communities. That is why I have been a great champion of the bus industry. Of course, the implications for all bus users are considered when budgets are planned.

[Dr Rupa Huq (Ealing Central and Acton) (Lab)]

6. What recent progress his Department has made on its rail electrification programme.

--- Later in debate ---

[Stephen Metcalfe (South Basildon and East Thurrock) (Con)]

8. What steps his Department is taking to support skills development to help deliver the Government’s transport infrastructure programmes.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

On 21 August, my right hon. Friend the Secretary of State for Transport announced the appointment of Terry Morgan, the chair of Crossrail, to develop a transport and infrastructure skills strategy. The strategy will help ensure that the transport industry has the right people with the right skills at the right time to deliver the Government’s unprecedented programme of transport infrastructure investment.

[Stephen Metcalfe]

I was recently fortunate enough to visit Prospects college of advanced technology in Basildon, which has created a unique partnership between engineering and construction companies to train the next generation of skilled technicians. May I invite my hon. Friend to look closely at its model and perhaps even to visit PROCAT, with a view to widening that range of opportunities across the whole country to give our young people the skills they will need to deliver our plans?

[Andrew Jones]

I will certainly look at the approach taken by PROCAT, and I would like to visit, because it is vital that colleges and universities work in partnership with employers to ensure that young people get the skills the industry needs. Skills are particularly crucial within the transport sector, as more and more skilled people are required. I will also highlight the work of PROCAT to Sir Terry Morgan as he develops our skills strategy.

[Sammy Wilson (East Antrim) (DUP)]

The road haulage industry is an important element of the transport infrastructure, as it contributes to the smooth running of the economy and helps the Government to drive up exports. This week, it reported a recruitment shortage of 54,000 drivers, which is likely to increase because of the ageing population. What discussions has the Minister had with the Business Secretary to ensure that young people are encouraged to take up the opportunities available within the transport road haulage industry?

[Andrew Jones]

The industry has a responsibility to bring new people in, but I am aware of the recruitment challenges it faces. There is also a retention issue. I have met with the industry several times and will continue to do so. It is most important that this critical industry brings people into it. Without our logistics industry performing at a high level, our country would grind to a halt in a couple of days.

[Oliver Colvile (Plymouth, Sutton and Devonport) (Con)]

9. What progress his Department has made on assessing the viability of reopening Plymouth airport.

--- Later in debate ---

[David T. C. Davies (Monmouth) (Con)]

T6. Figures released by the Department show that the Severn bridge is currently generating about £78 million-worth of profit over and above the cost of maintenance of that bridge. Does that not go to prove that as soon as it goes back into public ownership on 1 April 2018, there is a great opportunity for this Government to slash the tolls on the bridge—bring it down to under £1 per car —and still have enough money to pay for the maintenance of it?

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

The toll levels are currently set by the concessionaire, Severn River Crossing, to repay the construction, finance, maintenance and operations costs. We are expecting the costs to have been recovered early in 2018, and at that point the concession will end and the crossings will revert to the UK Government. We are currently working on what the future of tolling might be. I have heard what my hon. Friend has said and I will keep him updated on progress.

[Lilian Greenwood (Nottingham South) (Lab)]

We will shortly hear whether the north-east plans for local oversight of bus services are recommended for approval. We on this side of the House have always supported Labour’s councillors on Tyne and Wear, including when they were subjected to appalling abuse over this issue. I welcome the Minister’s late conversion to the cause of bus tendering, but does he agree that the powers in the buses Bill must be available to all communities that want them, including in rural and isolated areas?

--- Later in debate ---

[Andrew Stephenson (Pendle) (Con)]

Pendle residents are concerned about the state of local roads across our area. Given that the Government have made £6 billion available for pothole repairs, how can we encourage local authorities to deliver the repairs that we all want to see?

[Andrew Jones]

We are providing local authorities with financial support amounting to a record £6 billion between now and 2021 for highways maintenance. We are also encouraging them to look at the way in which they manage their programmes, and 85% of local authorities in England have now signed up to the highways maintenance efficiency programme. This is how we are supporting councils. We are talking about a significant investment here: it is enough to deal with 18 million potholes per year, and it is making a difference to the quality of our road network.

[Paul Flynn (Newport West) (Lab)]

T5. The port of Newport is the second largest steel handling port in the United Kingdom and it is likely to suffer grievously from the current steel closures. What has the Minister done to assess the consequential job losses in transport and elsewhere as a result of the Government’s neglect of the steel industry? Will he persuade his right hon. Friend the Prime Minister to end his policy of gifting British jobs to Chinese workers?

[Tom Pursglove (Corby) (Con)]

The Government’s commitment to dual the A45 between Stanwick and Thrapston and improve the Chowns Mill roundabout was warmly welcomed by east Northamptonshire residents. Will the Minister now update us on that work?

[Andrew Jones]

I shall have to check the immediate progress on those schemes and write to my hon. Friend.

[Bill Esterson (Sefton Central) (Lab)]

T7. Many of my constituents rely on the No. 44 bus to get to Southport hospital, but the service has been axed as a result of cuts by the Secretary of State’s Department. He talked earlier about the opportunity of having directly elected mayors, but is it not the case that if the cuts continue, the additional powers will be meaningless and of no help to my constituents or to anybody else?

--- Later in debate ---

[Andrew Jones]

I entirely agree with my hon. Friend. Long stretches of roadworks frustrate drivers, especially as they near completion. I have raised that matter with Highways England and challenged it to deliver its work in sections that are shorter in length and over a shorter period of time. It has undertaken to do so by reducing the length of works to between a third and a half of their current size and by having more intensive and longer hours of working, including more night-time and weekend working.

[Mr Speaker]

If the Minister can get it sorted out, who knows, he might be carried aloft in the House.

London Black Cabs

Andrew Jones Excerpts

Tuesday 15th September 2015 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

It is always a pleasure to serve under your chairmanship, Sir Edward. I congratulate my hon. Friend the Member for Richmond Park (Zac Goldsmith) on securing this debate on London’s famous and wonderful black cabs. This topic has been the subject of a previous debate secured by my hon. Friend the Member for Broxbourne (Mr Walker), so I praise my hon. Friend the Member for Richmond Park for continuing to highlight the contribution of London taxis to the economy and transport network of this great city and the issues that the industry faces.

As my hon. Friend will appreciate, although the Government are responsible for creating the legislative framework within which local licensing authorities license taxis and private hire vehicles, responsibility for licensing in London rests with TfL. It is TfL’s responsibility to decide who is a suitable person to hold a taxi or private hire vehicle driver’s licence, or a private hire operator’s licence, and for ensuring that all its licensees comply with the rules and regulations that govern the industry. I understand his desire to raise his concerns in the House but, as licensing is TfL’s responsibility, some of the points raised today are TfL’s responsibility, so I might not be able to address all those points.

[Grahame M. Morris]

Will the Minister acknowledge the contributions made by Members on both sides of the Chamber? We have highlighted problems that are likely to manifest in other parts of the country and, in fact, are already manifesting in the midlands and in some northern cities. Similar problems are likely to arise in Scotland. Do the Government not have a responsibility to legislate in anticipation of those problems to introduce appropriate redress?

[Andrew Jones]

I recognise the excellent contributions made by Members on both sides of the Chamber. Some of those points will apply across our country, but this debate is about the future of London’s black cabs. The hon. Gentleman makes a fair point, and I will address the Law Commission later in my speech.

[Zac Goldsmith]

I thank the Minister for his remarks. I have one question on the Government’s role. My understanding is that if TfL was minded to cap the number of new licences at some 2,000 a month, it would require legislative support from the Government. Will he clarify whether that is the case?

--- Later in debate ---

[Andrew Jones]

Indeed, I can. A few Members have mentioned the number of licences, and there is currently no legislation in London, or anywhere else in England and Wales, to allow the number of private hire vehicles to be limited. Equally, officials are working closely with TfL on whether legislation needs to change—we need to consider that issue and develop the required evidence. The situation is changing rapidly due to the numbers, as Members have highlighted today, and I will return to that later. As things stand, there is no legislation in place.

The traditional London taxi or black cab is, as hon. Members have said, an icon of this city. For many years the taxi industry has played a key role in keeping London moving, and the industry has a history and reputation of which drivers are rightly proud. The black cab is the gold standard across the world, and its quality is internationally recognised. All the vehicles are of a high standard, fully wheelchair-accessible and driven by skilled and knowledgeable drivers. I admire the time and dedication that prospective drivers put into learning the world-famous knowledge of London. It is an enormous commitment, involving up to four years of work on top of a day-to-day job. The drop-out rate is high, between 70% and 80%, meaning that those who complete training in the knowledge are the most committed. From a customer’s perspective, their knowledge brings a sense of utter reliability and security. As a visitor to London—my home is 200-plus miles away—I rely on it. Learning the knowledge rewards taxi drivers with the unique right to ply for hire on the streets of our capital.

In the 1960s, minicabs began to appear in London, and the private hire vehicle industry, as it came to be known, was finally regulated following the introduction of legislation in 1998. Licensing and regulation have ensured that the public have the same assurance of safety as when using a taxi and have raised standards throughout the private hire sector. Transport for London now licenses more than 22,000 taxis and 69,000 private hire vehicles. Between them, those vehicles make 300,000 trips every day, making a vital contribution to London’s economy and helping to keep the city moving 24 hours a day, seven days a week.

The availability of both taxis and private hire vehicles offers the travelling public choice. They can instantly hire a taxi in the street or at a taxi rank; alternatively, they can pre-book a taxi or a private hire vehicle. When pre-booking, passengers can make an informed choice based on factors such as price, availability and quality. The combination of taxi and private hire ensures that the needs of as many Londoners as possible can be met.

As my hon. Friend the Member for Richmond Park recognises and as Members from different parties have highlighted, the market is changing. New technology is providing new ways of engaging taxis and private hire vehicles. Smartphone booking apps are now available for both taxis and private hire vehicles, offering passengers easy access to services, more choices, faster pick-ups and options for sharing that can reduce the cost for travellers.

It is encouraging that the London taxi trade has been at the forefront of those technological changes. There are now numerous apps through which one can book a taxi, and more and more drivers are embracing cashless payment options, a customer benefit highlighted earlier in this debate. However, such new technology is challenging traditional operating boundaries between the taxi and private hire trades. I understand that it is straining the relationship between Transport for London and the industry, but I hope that by working in partnership, they can deliver a modern industry that continues to provide both choice and high standards.

The evolution of the private hire sector has helped to ensure that that form of transport is available to all in a cost-effective manner, particularly supporting those who cannot rely on other public transport services. The importance of local minicab firms, often small local businesses, was well outlined by the right hon. Member for Tottenham (Mr Lammy). Such companies are often established in their communities and have served them well for many years, providing a valuable service that needs to be maintained. That point was clear.

Uber and other new entrants to the market present major challenges to established business models, and I can understand the concern of London’s taxi drivers. Uber London Ltd has been licensed by TFL as a private hire vehicle operator in London since 2012. The company has now applied for and been granted licences in 25 other licensing authority areas in England. In order to be granted a licence, Uber must meet the same standards as any other private hire vehicle operator in the local authority area. Therefore, 26 different authorities have decided that Uber is a fit and proper company, that its operating model meets the requirements of private hire legislation and that it keeps such records as the law requires.

[Mr Charles Walker (Broxbourne) (Con)]

I apologise to colleagues for being late to this debate. There is something slightly sinister about Uber’s business practices. My hon. Friend might be aware that in America, the board of Uber met to discuss how to discredit and destroy the career of an IT journalist concerned about its business practices. I hope that he is aware of such conduct by Uber and will take it into consideration when developing his thoughts on the company.

[Andrew Jones]

I thank my hon. Friend for that intervention. I have absolutely no sympathy for any company that behaves in such a way as to discredit others. Other colleagues in the House have highlighted poor practice, such as on taxes. I have no sympathy for any company that dodges its responsibilities, including on taxes.

[Mr Walker]

Basically, the company bullies local authorities and national Governments. It will not and should not be allowed to bully the Government of the United Kingdom.

[Andrew Jones]

I entirely agree with my hon. Friend’s point. This Government will not be bullied by any individual company. We must keep in mind the qualities of the taxi and private hire sectors and what they have delivered over many years—in some cases, over centuries—for our city. Both are strong, important players and need a protected future.

I know that the London taxi trade fundamentally disagrees with TfL’s views on how Uber calculates a fare. Many members of the taxi trade consider Uber’s smartphone app to be essentially a taximeter. Taximeters are, of course, forbidden in London’s private hire vehicles. Transport for London has recognised that the law in respect of the issue is unclear and has applied to the High Court for a declaration. Members have asked when that case will be determined. It is due to be heard in the High Court next month, so we should let the court make its decision.

Transport for London’s vision and strategy for the taxi industry is designed to maintain and enhance the high standard of service on which customers have come to rely. It will include development of the next generation of taxis, which will be environmentally clean and modern and suitable for passenger needs, particularly those of disabled people, a point consistently made by Members in this debate. The taxis will retain or enhance accessibility features to ensure a safe, smooth and comfortable ride.

The Mayor of London has announced plans to improve air quality in London, including by increasing the number of ultra-low-emission taxis. In April this year, the Office for Low Emission Vehicles announced the launch of a £45 million fund to support the roll-out of ultra-low-emission taxis across the United Kingdom. It includes £25 million set aside specifically for the Greater London area to help taxi drivers cover the costs of upgrading to a greener vehicle. The Mayor of London has pledged an additional £40 million, creating a £65 million fund to encourage the cleanest and greenest taxi fleet in the world.

At the same time, Geely, which owns the iconic London Taxi Company, announced plans for a new £250 million state-of-the-art facility to produce the next generation of low-emission London taxis in Ansty, near Coventry. Geely was awarded £17 million from the Government’s regional growth fund to build the facility, which will create 1,000 new jobs and ensure that the London taxi continues to be designed, developed and made in the United Kingdom. This shows the Government’s support for the taxi trade throughout the country and will mean that the London taxi trade will play a leading role in improving the capital’s air quality and meeting our climate change obligations.

Hon. Members may be aware that last year, the London Assembly’s transport committee began an investigation into taxi and private hire services in London. As a result of that scrutiny, the committee made a number of recommendations to the Mayor and Transport for London on steps that they could take to improve taxi and private hire services in the city. In some cases, the committee was critical of the role of the taxi and private hire section of TfL, and I understand that members of both London’s taxi and private hire vehicle trades gave evidence to the committee as to their dissatisfaction with TfL’s actions as the licensing authority. The committee is responsible for questioning and scrutinising the actions of the Mayor, so it is not for the Government to comment on local licensing matters or the committee’s actions.

My hon. Friend the Member for Richmond Park will be aware that the Department for Transport asked the Law Commission in 2012 to conduct a review of taxi and private hire vehicle legislation throughout England and Wales, including London. That was against the backdrop of the Government’s red tape challenge and legislation that dates back to the first half of the 19th century and the age of the horse-drawn hackney carriage. Despite more recent legislation to allow for the regulation of private hire vehicles, the recent innovations that I and colleagues have described this morning have demonstrated that the legislation used to regulate both the taxi and private hire trades is becoming increasingly outdated. Licensing authorities throughout England and Wales are now faced with the challenge of accommodating 21st century technology in 19th century legislation.

The Law Commission undertook a comprehensive review, its final report containing recommendations for a modern and simplified structure. The report not only provided crucial analysis of the problems posed by the current law, but provided solutions designed to make a difference to both the travelling public and people in the industry. Updated and simplified legislation will provide a modern and simple framework, ensuring public safety and providing the trade with certainty, making growth and competition easier. I cannot yet give the House a date for the Government response to the review, but the Law Commission’s work has been powerful and important.

[Richard Burden]

It is good news that the Government are looking at the legislation, but it is not enough for the Minister to say that he does not know when the Government will respond. TfL is doing a review, the London Assembly is considering such matters, and Uber is growing. If the Law Commission has been meeting since 2012, when on earth will the Government make a decision about whether they are going to do something?

[Andrew Jones]

I completely recognise the importance of this case. We are seeing technological changes that require a legislative change, but getting this right is critical. The Government are still considering the matter, and I cannot give the hon. Gentleman any more detail at this moment.

[Sadiq Khan]

I thank the Minister for giving way again. I have been listening patiently to his speech, in which he has run through a range of issues. He has heard from the hon. Members for Romford (Andrew Rosindell), for Broxbourne (Mr Walker) and for Richmond Park (Zac Goldsmith), and from my right hon. Friend the Member for Tottenham (Mr Lammy), my hon. Friend the Member for Easington (Grahame M. Morris), the Opposition Front-Bench spokesman and me. He has heard that black cab drivers are going out of business every week. He has heard that private hire minicabs in areas such as Tottenham, Poplar and Canning Town, and Tooting are going out of business every week. He has confirmed that the legislation and regulations are “outdated”—made in the 19th century and not fit for purpose in the 21st century. Yet there is no sense of urgency from the Government. It beggars belief that the Minister can come to the second debate on this issue in the space of a number of months, and speak for 18 minutes without telling us what action the Government will take.

[Andrew Jones]

That smacks of a mayoral hustings debate rather than a Westminster Hall debate. The legislative framework is complicated and technology is changing. The Government took action by commissioning this complicated work from the Law Commission. That work is currently being digested and the Government will respond shortly. I cannot provide a date for the response, but the work is important and will provide security and clarity not only for TfL, but right across the country. That has been understood, and voices from across the House have made that clear this morning.

My hon. Friend the Member for Richmond Park may be aware that TfL recently completed its own consultation on the regulations that govern private hire vehicles in the capital. That came in response to developments in the industry that I have described, including advances in technology and changes in how people engage and use private hire services. The proposed revisions to the regulations will be known later this year, and some of TfL’s proposals may address concerns raised this morning.

I was asked several specific questions, which I will try to address now, although I have already answered some of them. On whether plying for hire has been defined, the Law Commission addressed creating such a statutory definition, but it came to the view, after careful consideration, that a statutory definition would not be a practical improvement on the current position. As for Ministers meeting celebrities, the Minister responsible for transport in London is in a Delegated Legislation Committee this morning, which is why I am covering this debate—

[Grahame M. Morris]

Will the Minister take a brief intervention on his previous point?

[Andrew Jones]

I am slightly running out of time, but I will give way.

[Grahame M. Morris]

Regarding the Minister’s remark about the Law Commission and the statutory definition of plying for hire, given rapid technological advancements such as the Uber app and the complications that they are causing, does he recognise that the Law Commission advice is perhaps out of date? Is it not worth the Government considering the matter again?

[Andrew Jones]

There may be ways of addressing some of those issues, such as providing a definition of a lawful pre-booking, which will perhaps achieve the same objective. The Government’s response to the Law Commission is still a work in progress. We recognise its importance, and I am happy to commit to maintaining the Department’s energy in delivering it.

I cannot comment on Ministers meeting celebrities— I have not met any—so I cannot really add to that. Do I agree with the comments about TfL’s actions as a licensing authority? That is up to TfL and the scrutiny of Assembly Members. My hon. Friend the Member for Richmond Park mentioned price surging, and I will certainly write to TfL to highlight that point and to ask it to investigate. The same applies to the points made about predatory pricing. The key thing will be to start collecting evidence—if, indeed, this practice is taking place—so that we can make insightful comments. I have already commented on capping numbers.

On the regulation of fares, TfL is the licensing authority and has the power to set fares for London taxis. That regulation is an important element of consumer protection in the hail-and-rank market. TfL has no power to set private hire fares, which are set by the licensed operators. When booking a private hire vehicle, customers can shop around in advance and obtain a quote or estimate for a journey, which is why the regulatory authority sets no price constraint.

In conclusion, the Government are fully aware of the changes and challenges affecting the taxi and private hire vehicle industry in London and elsewhere in the country. The challenges include not only new technology and increased competition, but the need to ensure that vehicles play their part in improving air quality. The London taxi trade has rightly recognised such challenges, and I have recently been advised of a new campaign launched by trade bodies to promote London’s taxis. I believe the reputation of the London taxi trade and its high-quality service mean that it is well placed to continue to compete in this changing market and have a strong and healthy future. That is what I want, and that is clearly the view of the House this morning.

Question put and agreed to.

Resolved,

That this House has considered the future of black cabs in London.

Vehicle Speed Outside Schools

Andrew Jones Excerpts

Wednesday 9th September 2015 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I congratulate my hon. Friend the Member for Mid Derbyshire (Pauline Latham) on securing this debate on the important subject of vehicle speeds and speed limits outside Morley primary school. I thought she made a strong case, as indeed did the words of her young constituent. I should like to assure the House that we take the safety of children—and, indeed, all road users—very seriously. Road safety is a top priority for this Government, and I have listened with great interest to my hon. Friend’s points.

We have some of the safest roads in the world, and we should be proud of that record. Over the past 10 years, there has been a 35% reduction in the number of child pedestrians killed or seriously injured. However, even one death on our roads is, of course, one too many, and it is important that everyone plays their part to continue to improve road safety.

As my hon. Friend noted, the Government want more people to choose walking, especially for shorter journeys, and that means encouraging more children to walk to and from school. Walking to school not only constitutes a healthy way to start the day, but helps to reduce congestion during the school run and improves air quality in our communities. Of course, while we want people to walk more, they will not do so unless they feel safe. It is important for roads outside schools to be safe, and part of that is ensuring that the speed for traffic is appropriate.

It may be helpful if I briefly outline the current position relating to local speed limits, and the role of the traffic authorities in setting them, before describing the broader work that is being done to improve safety on our roads.

There are three national speed limits: 30 mph on roads with street lighting—sometimes referred to as restricted roads—60 mph on single-carriageway roads, and 70 mph on dual carriageways and motorways. National speed limits can be applied to most roads, but in some circumstances they are not appropriate. Speed limits need to be suitable for local conditions, and councils are best placed to determine what those limits are, on the basis of local knowledge and the views of the community, and having regard to guidance issued by the Department.

Speed limits should be evidence-led, and should seek to reinforce people's assessment of what constitutes a safe speed at which to travel. They should also encourage self-compliance. Local factors, such as the presence of a school, shape the appropriate speed limit. In this instance, it was eminently sensible to reduce the limit to 30 mph. I know that the A608 is a very busy road, and is a major feeder into north Derby. Driver awareness of the additional risk factors that a school can present is vital, which is why good signage is such a useful tool. My hon. Friend made that point very strongly.

[Marcus Fysh (Yeovil) (Con)]

The neighbourhood of Brympton, in my constituency, contains an estate where a school off Stourton Way was not provided with road safety protection and signage to slow traffic on a major and fast estate road. The Liberal Democrat council failed to address that at the time of approving the planning, and has failed to deal with it since. Will my hon. Friend please look into the issue, and tell the House what steps can be taken at national level to ensure that existing and new developments are subject to appropriate measures, including signage, near schools?

[Andrew Jones]

I shall deal shortly with the Department’s powers to enforce speed limits. However, the details of that particular case sound very worrying, and my hon. Friend is right to draw it to our attention. If he writes to me, I will certainly see what can be done to improve the situation. Safety is most important, and should certainly be a key consideration in all planning matters.

The Department gives advice on the spacing of speed limit signs in chapter 3 of the “Traffic Signs Manual”, which is a weighty tome. It covers transitions from one speed limit to another, and gives good-practice guidance on how often speed limit repeater signs should be placed. It is for local authorities to ensure that the guidance is applied appropriately on their roads. The visibility of signs is important, ensuring that drivers can see them in good time to act on them. Signs need to be in the right position, and need to be properly maintained to ensure that their visibility is clear. Over-provision of signs can reduce their impact—essential messages can get lost in a profusion of communication—and the Department encourages local authorities to de-clutter wherever possible to ensure that only the necessary signs are used.

Traffic authorities also have powers to introduce 20 mph speed limits that apply only at certain times of day. Those variable limits may be particularly relevant when, for example, a school is located on a road where a full-time 20 mph zone or limit is not appropriate.

The constituency of my hon. Friend the Member for Mid Derbyshire is primarily rural, and it was disappointing and sad to note that last year about two thirds of fatal traffic accidents happened on rural roads. Much of the rural road network is subject to the national speed limit of 60 mph on single-carriageway roads and 70 mph on dual carriageways. On many of these roads the majority of drivers are, of course, travelling below, and sometimes very significantly below, the speed limit because of the characteristics of the roads. Our guidance suggests that a local limit of 50 mph may be right where there is a relatively high number of bends, junctions or accesses, and that 40 mph could be considered where there are many bends, junctions or accesses, substantial development, or a strong environmental or landscape reason, or where there are considerable numbers of vulnerable road users.

Speed limits should be considered as only one part of rural safety management, but a very important part. The nature and layout of the road, including the mix of traffic, should also be considered. The guidance recommends a two-tier approach to rural roads which differentiates between strategic roads and those with a local access function. If high collision rates persist despite these measures, lower speed limits may, and should, be considered. Again, to achieve a change in motorists’ behaviour and compliance with the limit, supporting physical measures, driver information and publicity or other measures are likely to be required. Last year we ran a successful Think! campaign highlighting the hazards of country roads and we will be rerunning that campaign later this year.

Traffic authorities are asked to keep their speed limits under review with changing circumstances, and to consider the introduction of more 20 mph limits and zones, over time, in urban areas and built-up village streets that are primarily residential, to ensure greater safety for pedestrians and cyclists. The Department expects a 30 mph speed limit to be the norm in villages, but it may also be appropriate to consider 20 mph zones and limits in built-up village streets. Local authorities have been given a greater say in setting speed limits and have powers to introduce 20 mph speed limits and 20 mph zones on their roads if they believe it appropriate to do so. Traffic authorities also have powers to introduce 20 mph speed limits that apply only at certain times of day. These variable limits may be particularly relevant where, for example, a school is located on a road that is suitable for a 20 mph zone or limit for part of the day but not others.

My hon. Friend mentioned speed cameras. Speed safety cameras, in the right place, can help manage safety risks by encouraging drivers to conform to the speed limit. They can achieve substantial reductions in collisions and casualties. Local authorities have the discretion to decide where these cameras should be sited and how to use them, in discussion with the police and others. It is right that the local authority has agreed to consider the installation of a camera at the school crossing outside Morley primary school, and I hope the work on that can progress to a solution for the school.

My hon. Friend also talked about school route audits. In July 2014 the Department for Education published updated home-to-school travel and transport guidance for local authorities which recommends school route audits as good practice. A school route audit allows pupils, their families, teachers and local community staff to identify the barriers to walking to school that most concern them and then work together to find solutions. I wonder whether that process might be a useful tool in the situation raised tonight.

While it is surely right that local authorities are allowed to make decisions and develop solutions that are tailored to the specific needs and priorities of their own communities, there is still a crucial role for national Government in providing leadership on road safety; delivering better driving standards and testing; enforcement; education; and managing the strategic road infrastructure.

The Department for Transport plays an important and active role in promoting the safety of children. We have made available to all schools a comprehensive set of road safety teaching resources, so that schools have good-quality materials that they will want to teach. Think! Education—part of the Think! campaign that I mentioned earlier—is aimed at four to 16-year-olds and covers all aspects of road safety, from car seats for young children to pre-driver attitudes for secondary schools. It includes materials for teachers, pupils and parents and can also be used by out-of-school groups such as the Cubs or Brownies.

Many local authorities deliver road safety education to their schools. We provide educational resources for use by road safety professionals, including road safety officers and the emergency services. We provide a range of materials, free of charge, including posters, booklets and reflective tags.

As well as ensuring that children and young people understand how to stay safe near roads, it is important to ensure that we tackle unsafe drivers. In August 2013, the fixed penalties for a number of motoring offences were increased. For failing to wear a seatbelt, using a mobile phone while driving, failing to stop at a red light and speeding the fine was increased to £100. Careless driving was introduced as a fixed penalty offence, with a £100 fine and potential points on a licence, and the police continue to enforce against drink and drug driving.

Many initiatives have built on the success in tackling road safety issues nationally, but in no way should we ever be complacent. The Government are looking at the best ways to improve road safety during this Parliament and beyond, and local campaigns, such as the one that my hon. Friend has brought to the House this evening, play a vital role.

I am grateful to my hon. Friend for introducing this debate. I consider child safety to be of paramount importance. Indeed, the first piece of work that I commissioned as a Minister was on road safety. I believe that that indicates my personal commitment to the issue. I will write to Derbyshire police to highlight the speeding taking place outside the school and ask them to take enforcement action. The point that my hon. Friend makes on that is eminently sensible and needs to be taken forward, and I hope that some of the suggestions that have been discussed during this debate may also help to do so. I congratulate my hon. Friend on highlighting this issue, and I wish her every success with the campaign.

Question put and agreed to.

Advanced Biofuels Demonstration Competition

Andrew Jones Excerpts

Monday 7th September 2015 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

The Department for Transport launched the £25 million advanced biofuels demonstration competition to support the development of a domestic advanced biofuel industry in December 2014. Following a strong competition, I am pleased to announce that three projects have been selected for investment totalling £25 million over three years.

Grants are to be awarded to three winning projects:

Celtic Renewables Limited £10,925,000

Advanced Plasma Power Limited £10,958,194

Nova Pangaea Limited £ 3,000,000

The projects will use the capital grants awarded, supported by significant private sector investment, to construct three demonstration-scale advanced biofuel plants in Swindon, Tees Valley and Grangemouth.

Relative to first-generation biofuels—those made from traditional crops, starch, sugars or vegetable oil—advanced fuels have the potential to deliver greater carbon savings without the same concerns around food security and land use change. The advanced fuel technologies, the winning projects will demonstrate, could reduce our reliance on imported energy, by turning unwanted waste products into valuable transport fuel, adding value to the UK economy and creating jobs. According to an independent feasibility study, gains from the domestic supply as a result of converting low value waste to high value transport fuel could be worth up to £130 million Gross Value Added (GVA) to the UK by 2030, and potentially up to £500 million per year including exports.

This is a major step forward for the UK and supports the work the Department for Transport is doing to set the UK’s long term strategy for biofuels in order to meet EU targets, which includes considering a sub target for advanced biofuels.

[HCWS174]

Public Transport (Greater Manchester)

Andrew Jones Excerpts

Tuesday 21st July 2015 Commons Chamber

[Jonathan Reynolds]

indicated assent.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

indicated assent.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I congratulate the hon. Member for Stalybridge and Hyde (Jonathan Reynolds) on securing this debate about public transport in Greater Manchester. There are so many positives to this subject that it provides a fitting conclusion to our business in the House this afternoon.

There is a vibrancy to the city of Manchester and the surrounding area, which transport investment has helped to create. Last year there were 267 million public transport journeys in that area, linking people with jobs, services, shops, leisure opportunities, and of course friends and family. It is an issue on which we and partners in Greater Manchester agree, recognising the intrinsic link between transport and growth, targeting our joint resources at locally determined priorities, and revolutionising the relationship between Westminster and those best placed to take—and be held accountable for—local investment decisions.

Because Greater Manchester has a track record of strong governance and effective delivery, the Government have supported it with investment and the devolution of powers. That has delivered the largest public transport investment programme outside London, and placed Greater Manchester at the heart of the northern powerhouse.

Local leaders have expressed their support for what is happening. They are very positive, although I did not always catch that tone of positivity in the speeches of some hon. Members who spoke earlier. This is a golden time for public transport investment, not just in Greater Manchester but across our country, and Greater Manchester is showing the way. Other areas are looking at what it is achieving with some envy.

Let me mention some of the revolution that has taken place in public transport in Greater Manchester in recent times. I remember clearly the opening of the first phase of Metrolink between Bury and Altrincham in 1992, and it has continued to grow. The extension to Greater Manchester airport was delivered last year ahead of time and on budget. In between those two milestones, we have seen Metrolink lines opened to serve Ashton-under-Lyne, Chorlton, Droylsden, East Didsbury, Eccles, Media Village, Oldham, Rochdale and Wythenshawe. Metrolink is now the largest light rail network in the UK with 60 miles of track, 92 stops and—

--- Later in debate ---

Motion made, and Question proposed, That this House do now adjourn.—(Stephen Barclay.)

[Andrew Jones]

Metrolink will see investment of more than £240 million in 120 new trams by 2017: it will be brighter, more spacious and reliable. It is also hugely popular with the travelling public, with more than 31 million passenger journeys last year and we expect that figure to reach 40 million by the end of the decade.

Work is now under way to develop a further line to the Trafford centre—a key element of our devolution deal with the Greater Manchester combined authority, which gives it control of a reformed “earn back” deal for 30 years, giving it the certainty needed to invest in that and other schemes. Hon. Members have talked about growth in the network. I am all in favour of growth, but it will be determined locally and supported nationally.

It is not just Metrolink that is seeing investment rise and passenger numbers grow. That is also happening on the rail network. Successive Governments have failed to invest properly in our rail network, much of which dates back to the Victorian era. When the Government came to power, we faced a choice between putting a brake on growth and opportunity and cutting investment, or investing in public transport to drive growth. The Government chose to invest for the future.

[Chris Green (Bolton West) (Con)]

I congratulate the hon. Member for Stalybridge and Hyde (Jonathan Reynolds) on securing this vital debate.

The Farnworth tunnel in Bolton is being expanded to provide the capacity needed for the electrification of the rail line from Manchester, through Bolton and on to Preston. Does my hon. Friend agree that that shows our commitment to improving public transport in Greater Manchester?

--- Later in debate ---

[Andrew Jones]

I certainly do agree with my hon. Friend, who makes a timely intervention. Only yesterday the giant tunnelling machine was named “Fillie” by a local schoolgirl who has links with the area. The tunnelling machine being used for the Farnworth tunnel is greater in scale than those used on Crossrail, so this is a significant investment.

Rail is a big success story. Our rail industry is struggling to cope with the scale of passenger demand. Over the last 20 years, passenger numbers have grown from 750 million to 1.6 billion. In Greater Manchester last year there were 25 million rail journeys, compared with just 22 million five years ago and 18 million 10 years ago. Rail is vital to the local economy, and more and more passengers are using Manchester Piccadilly, Victoria and Oxford Road. Town centre stations, such as Stockport and Bolton, remain among the busiest in the Greater Manchester area, and that is excellent news. But passenger growth needs to be provided for, and the rail network in Greater Manchester needs investment to improve people’s journeys and to support economic prosperity. That is why the investment in the northern hub has been so important—something that Greater Manchester and the north have called for for years. It was supported across parties and regions—I am a Yorkshire Member, but I heartily supported that investment and lobbied for it in the last Parliament.

The northern hub is a significant scheme and commitment that will deliver better journeys, modern trains and more seats, including electrification between Manchester and Liverpool, with new trains and quicker journeys. Further electrification is under way between Manchester and Bolton and, further afield, planned between Blackpool and Preston. The magnificent redevelopment of Manchester Victoria station and the provision of a fourth platform at Manchester airport station have been completed.

We have also seen the reopening of Todmorden curve, which is providing a direct link between Manchester and Burnley for the first time in 40 years. As hon. Members mentioned, most importantly and popularly, the outdated Pacers will disappear from the north’s railways. I am aware of Pacer trains, as they serve the Leeds-Harrogate-York line and I catch them most weeks—indeed, I think most colleagues representing northern constituencies are aware of them. They are disappearing, and that was part of the invitation to tender in the franchise process.

Several hon. Members mentioned their concern regarding the recent announcement of the pause on trans-Pennine electrification. That is most certainly very disappointing. An improvement in the area’s rail links is critical, but it is because it is critical that we have to get a grip on Network Rail’s management of the work. We cannot tolerate cost overruns on the scale last seen on the west coast main line upgrade. The Transport Secretary has taken action to reset the programme and to get it back on track. This includes pausing the work on midland main line electrification and north trans-Pennine electrification east of Stalybridge, but let me be absolutely clear: this is a pause; it is not a stop. This is about getting the project back on track. To do that, we have a new chair of Network Rail, Sir Peter Hendy, who has a proven track record of delivering on major transport challenges. He will report in autumn to the Transport Secretary on how that will be achieved.

The hon. Member for Worsley and Eccles South (Barbara Keeley) talked about work on rail in her constituency. That work is not paused. The area of trans-Pennine investment in northern electrification that is paused is to the east of Stalybridge. If she would like any further information, I am of course more than happy to help to provide it after the debate.

[Barbara Keeley]

The uncertainty is twofold. I mentioned the excellent friends groups. The Minister should take them into account in terms of the expansion of passenger numbers, because they do a great job in letting people know about rail services. They are constantly frustrated by Network Rail, because it has not been willing to talk to them or to consider timetable changes. Nothing moves for them in terms of getting the better services through these stations. If there is to be a report, these local aspects of our urban services really need to be looked at, too.

[Andrew Jones]

I agree that friends groups across many parts of the north do a very valuable job and the hon. Lady is right to highlight that. In terms of having a responsive rail service, part of that is having franchises that generate growth. Of course, the previous Northern franchise was a no-growth franchise. Her basic point, however, about listening, communicating with the public and supporting those seeking to drive public transport usage is clearly appropriate.

Let me be absolutely clear: this is a pause, not a stop. Even without electrification, we will see significant improvements to rail in the north. On trans-Pennine services between Leeds and Manchester, there will be better journeys, more modern trains and additional capacity as part of the new franchise. The new franchise arrangements will be awarded later this year, to come in from April next year. To put to one side any concerns hon. Members may have, let me say that the budget for rail enhancements remains intact.

There is one huge rail project that has not yet had a mention in the debate: HS2. I have to mention it, because it will have a significant impact on public transport in Greater Manchester. We are committed to building the full Y network of HS2, including building the line from Birmingham to Crewe earlier. There is more work to be done on further analysis and final decisions on the preferred route. We are also looking at the case for accelerating construction of the Leeds to Sheffield part of the line. HS2 will transform north-south connectivity throughout our country and cut journey times. For example, the journey time between Manchester and Birmingham will be cut to 41 minutes—currently it is one hour and 28 minutes—which is a saving of 47 minutes.

The point, however, is not really about speed, but capacity on the network. We have not built a railway line north of London in our country since the reign of Queen Victoria. Indeed, our railway network is only a fraction of the size it was. The Beeching cuts might have been appropriate at the time—they were before I was even born—but they might not look quite so right now. We have failed to invest historically in our rail infrastructure, and HS2 is a part of correcting that.

[Jonathan Reynolds]

I am grateful to the Minister for mentioning HS2, of which many in the Chamber are firm supporters in the light of what it will bring to Greater Manchester. I say to him, however, that because a project of that size has a high price tag, it often arouses public cynicism about whether it is worth the money. It would be a grave problem as regards public opinion in Greater Manchester if the work was seen to proceed without trans-Pennine electrification being reinstated and a clear date being set for completion. From representations I have had, I think that could be a significant problem. I wanted to highlight that to him in good faith because I think he will appreciate the point I am making.

[Andrew Jones]

I do indeed appreciate the points being made—they have been made to me before—but as regards investment in our classic rail network and in HS2, I make the point that it is not one or the other; it is both. Progress on both needs to happen in parallel. I hope that reassures the hon. Gentleman and those who have contacted him.

The huge increase in capacity that HS2 will deliver will transform rail connections around our country, but even that will not be enough. Many rail journeys in the north, particularly east-west journeys, are too slow, too infrequent and suffer from unacceptable overcrowding, which has put people off using our rail network and certainly discourages development of city-to-city connections and business. The Government are determined to improve the situation, and we will do this in partnership with the north.

In the Budget, the Chancellor allocated £30 million to Transport for the North, which will act as a single voice for the whole of the north and work with us to identify the strategic transport investment priorities across the entire region. It is fantastic that we are seeing far more devolution. We should be working on the principle that decisions affecting local services should be taken as near as possible to where those services are delivered, so that they are more tailored to local needs. Incidentally, that devolution in transport is mirrored by other areas of devolution and is very encouraging and long overdue.

I would like to say a little about local transport. Most journeys in Greater Manchester are local and often less than 5 miles. We have invested heavily, alongside Greater Manchester, through our local major scheme budgets—the local sustainable transport fund and the cycle city ambition grant—and most recently with the local growth deals through which more than £500 million has been provided to support local transport investment, including improvements to the Bolton to Manchester bus corridor; enhancements to Salford central station; and new transport interchanges in Ashton and Stockport; plus, of course, the new trams for Metrolink.

Most journeys by public transport in Greater Manchester are by bus. In 2014, out of the 267 million public transport journeys I mentioned earlier, 211 million were on the bus network. Buses are vital. I am a huge champion of them. They are part of the answer to our public transport challenge. As the hon. Member for Stalybridge and Hyde mentioned, unlike with Metrolink and rail, passenger numbers are not growing and, despite significant investment in facilities and vehicles, have continued to decline. Greater Manchester has ambitious plans to arrest this decline, and it is right that areas with ambitious plans to grow and develop should be given the powers they need to promote an integrated transport system.

We signed a groundbreaking devolution deal with Greater Manchester last year in which we committed to providing it with powers to franchise its bus services, and we will legislate to make this deal a reality. The hon. Member for Blackley and Broughton (Graham Stringer) asked about the timing. I will have to check with the Leader of the House, but I am expecting a bus Bill to come through the House later this year. Areas such as Greater Manchester that are given the powers to franchise their services will be able to better integrate buses with other public transport modes and plan services to link with new developments or regeneration projects.

Franchising will provide local areas with the opportunity to introduce more Oyster-style smart ticketing—not necessarily the exact same technology—to improve service for passengers. It is a powerful tool for making public transport more attractive by making it more convenient and removing some of the barriers that people encounter in switching from one mode of transport to another. Smart ticketing integrates bus, train and tram journeys, driving convenience. Our aim is for public transport in Greater Manchester and across the north to become more convenient and attractive and for it to build on the enormous growth in demand that we are seeing. We know that a better transport system supports economic growth.

Before I finish, I would like to add that although this debate has focused on public transport, we are by no means neglecting the motorist. We have incredibly ambitious plans for our road network up and down the country. Specifically in Manchester, the M62 will provide a continuous four-lane smart motorway to Leeds. Similarly, the M60 between junctions 8 and 18 is being improved and will become a smart motorway. The south-east quadrant of the M60, between junctions 24 and 4, is also being upgraded.

[Barbara Keeley]

I understand that the Minister is taking a very positive outlook in his speech, but I should tell him that the M60 smart motorway roadworks are an out-and-out disaster, causing my constituents and many others to be kept awake at weekends and leading to great delays. I am happy to seek an Adjournment debate to tell him about it at much greater length, but we have got two years of torment ahead of us, so please can he not adopt such an optimistic outlook?

[Andrew Jones]

I am somebody who is generally a glass-half-full person. I find it reasonably difficult not to take quite a positive tone and, as I have just gone through the significant transport investments and the progress being made in Greater Manchester, I am feeling relentlessly cheerful, so I am not entirely sure that I can change the tone with which I operate. However, I nevertheless agree that it is unsettling and causes problems when we have roadworks. I regularly use the M1, about 40% of which has seen the introduction of smart motorways, and I have not yet found a way—and nor has Highways England—to work on the roads without having some roadworks.

[Barbara Keeley]

Will the Minister therefore accept my invitation to come along and tour the bit of the M60 motorway that goes through my constituency—we have three motorways in my constituency; I am really lucky—so that I can show him the extent of the disruption and the problems caused for my constituents? I would be happy to do that.

[Andrew Jones]

I have some knowledge of the area, having driven along that road only very recently, and there is indeed a challenge. I recognise the difficulties—I do not mean to make light of them—and we see that all over the country where road works are taking place. We are in the middle of a huge period of road investment. We are seeing a tripling of the budget in our first road investment strategy and we will be opening the process for the second road investment strategy—RIS2—later this year. Delivering such a significant scale of investment will cause some disruption. I am certainly keen to hear from colleagues about the challenges they are facing locally, and I will be taking them up with Highways England, but we need to get through this period. In part, this goes back to the long-standing failure to invest in our transport infrastructure over decades. We are playing catch-up and it is not at all straightforward.

Hon. Members have asked about the powers and the finances to deliver our ambitions. This Government are driving devolution and investing in public transport in record numbers. I would say gently to hon. Members that they are pushing at an open door. This Government are buying the idea that transport investment is a driver of economic growth—a regenerator of communities—and has a positive social function. Devolution is taking place in an unprecedented way. I hope that provides some comfort to hon. Members.

In summary, I hope I have been able to demonstrate just how important public transport in Greater Manchester is to this Government. We are committed to working alongside Greater Manchester in delivering the improvements that it decides are the most important for its economy, its residents and its future.

Question put and agreed to.

Severn Bridges (Tolls)

Andrew Jones Excerpts

Tuesday 21st July 2015 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

It is a pleasure to serve under your chairmanship again, Mr Gray. I congratulate the hon. Member for Newport East (Jessica Morden)on securing this debate about tolls on the Severn crossings. It has become extremely clear, from contributions from hon. Members on both sides of the Chamber, just how important the crossings are to the economy of Wales and to the whole of the west of England. The argument has been made very strongly, particularly with reference to the high volumes of people crossing for tourism or for the manufacturing industry, reflecting key strengths of the Welsh economy.

I am pleased to respond to this Adjournment debate on a subject of great importance to the hon. Lady and her constituents. I know that she has campaigned on the matter for a considerable time. I was quite surprised, but very pleased to find the interest from right across the UK. Lessons from different parts of the UK can always be considered. I was also delighted to hear colleagues argue for less cost on business as a driver of economic growth. That is music to Conservative ears. I also recognise how it links firmly with the Government’s plans to drive infrastructure investment as a key lever of economic growth. I will just say a little, if I may, about how that will work.

The Government have announced increased funding to deliver improvements on our road infrastructure network targeted entirely at delivering economic growth. Our commitment to deliver a step change in our transport infrastructure was made clear by my right hon. Friend the Chancellor of the Exchequer in his statement on 26 June 2013, when he announced the conclusions of the spending review of that year. I am sure that everyone will be aware of the Government’s announcement on 1 December 2014 of the road investment strategy. As part of that strategy, the investment plan outlines how we will invest in the strategic road network between now and 2021 to make the improvements that will put us on the path to delivering all our long-term economic goals. In total, the Government are investing £15.2 billion in more than 100 major schemes, which will enhance, renew and transform the network.

Of course, the strategic road network is solely in England and roads are a devolved responsibility in Wales, but the Government have also provided the Welsh Government with the borrowing powers to fund the new M4 relief road, which I hope will address the congestion that has long plagued that section of the M4. I am highlighting that, because it shows one way of working together—the principle of partnership that I consider to be very positive and that will be most important as we take forward the Severn crossings and their future.

More than 220 million Severn crossings have been paid for since 1992, and traffic has increased by more than 50% over that period. More than 13 million crossings were paid for last year, which is a significant increase of 3.7% on the previous year. We should also note that those figures cover only crossings into Wales—people pay a return toll—and not journeys in the opposite direction. It is reasonable to surmise that the total traffic figures are double the recorded tolls, which highlights the importance of the crossings to the economies of both countries and the role the crossings play in strengthening the bonds that already exist between the two nations, which is of course a key objective of many parties in this House.

The hon. Member for Newport East has raised several issues regarding the Severn crossings, including the tolls that are charged for using them. As she knows, for decades successive Governments of all persuasions have held the view that crossings on estuaries should be paid for by the user, rather than by the taxpayer. They have taken that approach because of the outstanding savings in both time and money that such expensive infrastructure projects make possible. It is important to make that point at this stage, and it should be remembered.

I hesitate to provide a historical context, because I know that the hon. Lady is acutely aware of all the history, but it is relevant. The first Severn bridge was tolled when it opened in 1966 to pay for its construction, and it enabled a direct link from the English motorway network into Wales. However, it was not long before the first crossing operated significantly above its designed traffic capacity, and it became clear that further capacity would be required. In order to fund a second crossing, a concession agreement was signed with Severn River Crossing Ltd, which took on the operation and maintenance of the first bridge and the construction of the new bridge. The second bridge subsequently opened in 1996.

As is the norm with concession agreements, Severn River Crossing Ltd is authorised to collect tolls to meet its financial obligations. Those tolls are in place to repay the construction and financing costs of the second Severn crossing, to repay the remaining debt from the first river crossing and to maintain and operate both crossings, and the tolls form the company’s only source of income. The concession agreement was structured so that certain risks, such as costs relating to latent defects on the first crossing, were borne by the Government, rather than by Severn River Crossing Ltd. By taking on those risks, the Government were able to finance the construction of the second crossing and the maintenance of both crossings at much lower cost than they could otherwise have achieved. If those risks had been included in the concession arrangements, the tolls that users have paid for many years would necessarily have been considerably higher, which would have pushed back the concession further than the current projected end date of 2018.

Members have asked when the concession will finish. That will happen when it has achieved total income of £1.029 billion at 1989 prices, so it is not possible to give an exact date for when it will finish. We are able to project ahead based on current usage but, as I mentioned earlier, usage is going up, so the date may come forward.

[Jessica Morden]

Will the corporation tax cut have an impact? Does the Minister anticipate that that will bring forward the date when the concession ends?

[Andrew Jones]

The corporation tax cut should be viewed as part of a broader economic package to drive growth. The more economic activity we have, the greater the use of the crossings will be. The corporation tax rates paid by individual companies are not part of this process, but the overall activity that the Government are seeking to create through a vast focus on economic growth will certainly bring things forward, as more economic growth means more crossings, and more crossings mean more revenue, which means that the target will be reached earlier.

The Severn Bridges Act 1992 sets out the tolling arrangements and the basis for yearly increases in the toll rates. New toll rates are introduced on 1 January each year and are increased in line with the retail prices index using a formula that is then rounded up to the nearest 10p. I stress that the Secretary of State for Transport does not have the authority to reduce Severn tolls without amending primary legislation and obtaining the concessionaire’s agreement. The concessionaire is extremely unlikely to agree to anything that would affect its net revenue without compensation and agreement from its shareholders and lenders. That is a key point, because we are talking about what happens after the concession ends.

At the end of the concession, as everyone has noted, the crossings will revert to public ownership. As the Chancellor stated in his March Budget, once the crossings are in public ownership, VAT will no longer be payable on the tolls, which will be reflected in the toll prices. Members have asked for clarity on that, and I am happy to confirm that VAT on the tolls is going.

[Jessica Morden]

The Minister will know that, as the tolls go up automatically in 2016 and 2017, by the time the toll increases are applied in 2018, taking off the VAT will return the tolls to about £5.60, according to my back-of-an-envelope calculation, which means that about 90p will come off in two and a half years’ time. Does he appreciate that that is no great shakes?

[Andrew Jones]

Removing VAT will result in a significant cost reduction. Of course, like all Members, I would like cost reductions in all sorts of areas of our economy, but to say that VAT reductions are matters of great insignificance is simply wrong. It should be remembered that further reductions in tolls for some vehicle classes once the crossings return to public ownership were also announced in the March Budget. The Chancellor announced that, when the concession to toll the crossings ends, the higher toll rate for vans will be reduced to the same rate as for cars, which will be a significant benefit to smaller businesses on both sides of the crossings. So we are considering some toll reductions, which is significant.

Our intention is to continue tolling after the projected end of the concession in 2018 simply to recover the costs that have been incurred in relation to the crossings that fall outside the agreement. The current projection of those costs stands at £88 million. We have not made any decisions about the operation and tolling arrangements for the crossings once the current regime ends. The road investment strategy contains the Government’s commitment to working with the Welsh Government and others to determine the long-term future of the Severn crossings. The Under-Secretary of State for Wales, my hon. Friend the Member for Vale of Glamorgan (Alun Cairns), who is sitting next to me, has done excellent work in highlighting the economic impact that the toll reduction for vans and the VAT reduction will have on the area and in explaining the importance of the crossings overall. We have already met to discuss that subject, and I anticipate that we will meet again shortly.

[Stephen Kinnock]

The Minister says that the Government have not yet made a decision, and 2018 is not that far away. As hon. Members said earlier, business abhors a vacuum. Business needs certainty, and it needs to know where its costs will be. Can we please have clarity on when the decision will be made and why it cannot be made within a defined period of time?

[Andrew Jones]

Although 2018 is not that far, it is still three years away. Work on what happens next is under way. We are looking at a potential end date for the concession of around 2018. It is a financial target, rather than a fixed date, which means that we have a requirement to plan appropriately, and I will address that next.

[Jonathan Edwards]

As I said in reply to an intervention during my contribution, the Minister’s party in Wales is campaigning for the Assembly elections, which are less than a year away, on the basis that the Welsh Government will have control of the Severn bridges and that, under his party’s control, the costs will be reduced. He has clearly not made up his mind on the ownership of the bridges following the end of the concessionary period. Is it not the case, therefore, that the pledges his party is making in Wales are not worth the paper they are written on?

[Andrew Jones]

One aspect of devolved government, which is what we have now in the UK, is that the same party will hold different views in different areas, reflecting local circumstances. That happens throughout the UK, and I think that it is a positive rather than a negative that people are arguing, lobbying and making the case for their area. It happens, and we should get used to it, because it is here to stay while we have a United Kingdom with devolved Assemblies and Parliaments.

I mentioned that we have not yet made any decisions about the arrangements after the concession finishes, but the Government have been clear that we will need to make proper provision for the repayment of debt and for future maintenance.

[Nia Griffith]

I appreciate that we cannot expect to have all the answers today, and that there are difficult decisions to make and things to work out. However, can the Minister set a timetable in the very near future for when all those things will be done, so that come September, we will know what is likely to happen and when we are likely to get certainty? That is what we really want to know.

[Andrew Jones]

I cannot give the hon. Lady a final date, but I can tell her that that work has started and is taking place in the Department, with colleagues in the Wales Office. Let me leave hon. Members in no doubt that the Government are committed to the successful operation of the crossings. They are vital, and the economies on both sides have benefited greatly from their presence.

[Richard Burden]

I think that the Minister may inadvertently have misunderstood my hon. Friend’s question. She was not asking him when the Government will make their final decision; we understand that that will take some time. She was asking for a timetable or road map of the process whereby decisions will be made. Who will be talked to at which stage? Which agenda items will be discussed at which stage—the debt, toll levels, the technology, off-peak reductions? In the autumn, can the Minister give some kind of timetable for when those things will be considered?

[Andrew Jones]

I mentioned earlier that we are already committed by the road investment strategy to work with the Welsh Government, and we are more than happy to continue with all the strategy commitments. As I said, I have already started work with my colleagues in the Wales Office. I am expecting more work to be done over the summer and in the early autumn by my officials in the Department, and will be more than happy to share it more widely as we go forward, but I cannot yet give a specific date. However, it is work in progress, and we are starting that work. It will certainly involve wide co-operation and consultation.

[David T. C. Davies]

Can the Minister supply an answer in this debate to the questions about how much extra money the Government have received in VAT and industrial buildings allowance, and the costs of maintenance? If he cannot give those exact figures today, can he commit his Department to providing them before the autumn? Otherwise, I suspect that hon. Members might decide that they want to apply for another debate, and I will certainly support them if they do.

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[Andrew Jones]

The annual accounts for the Severn river crossings will be published shortly, and I will consider what other information can be made available. However, we must be a little cautious about hypothecating the amount of VAT raised, but on general principles of transparency, I am more than happy to supply that figure. I cannot stand here and give my hon. Friend large amounts of data this afternoon, but we will approach all investment issues on principles of transparency and collaboration, including data transparency.

Numerous questions were asked; I will answer some of them now. It was asked whether the Severn crossings could be handed over to the Welsh Government. I have absolutely no plan whatever to change ownership, but I have every intention of working together on future operation of the crossings. We will take that forward in partnership and consultation. The publication shortly of the annual accounts was mentioned. Many requests about consultation have been made. I am happy to commit to all that and to hear from all parties, including from local councils in the area and any local enterprise partnerships. The key point is that nothing has been decided. All policies are still under consideration.

Several colleagues mentioned technology. The opportunities presented by technology are significant, and it can make an enormous difference. I have started to consider whether we can take lessons from other free-flow schemes in our country, notably the DART tag scheme, which has made a significant time saving for commuters on the Dartford crossing. We are considering whether that could be used on the Severn. I am also considering whether it could be made collectable both ways; technology frees up opportunity, and I think that it would prove popular.

When the concession ends, we have a significant opportunity. I am extremely keen to ensure that we take it, because the whole project matters. We know full well, as has been made clear in this debate by colleagues from across the House, just how important the crossings are to the local economy and nationally. The people of the area have been paying to cross the Severn, but I remind colleagues that we are in a period of significant infrastructure investment. This Government are delivering the most ambitious road investment scheme since the 1970s. I view the Severn crossings as an integral part of our transport infrastructure, which is why we are taking forward work in my Department. We have three years to ensure that we get it right and to improve the situation for the area. This is a fantastic opportunity, and I look forward to working with colleagues here and locally to ensure that we get it right.

[Jessica Morden]

I am grateful to the Minister for that response, although I suspect that hon. Members and Friends will have more questions to ask him. I thank colleagues for coming today; I counted about 15 in the Chamber, which shows the high level of interest in the topic.

In thanking the Minister for his response, I reiterate to him the list of points raised in this debate, and I suggest that he writes to all Members here to outline the answers to some of the questions asked, not least to spare him from having to come back yet again for another 90-minute debate on the Severn bridge tolls. To reiterate, the wish list from this debate includes financial information about the Severn bridge tabled for hon. Members to scrutinise—I am sure that the Select Committee on Welsh Affairs will return to that in its work—and a clear timetable about where we will be in future, as mentioned by my hon. Friend the Member for Llanelli. Perhaps the Minister will also commit to meeting groups of us to give us regular updates, not least to spare himself another debate.

[Andrew Jones]

I am happy to make that commitment.

[Jessica Morden]

I thank the Minister for that. To reiterate what the hon. Member for Monmouth and I said earlier, this Government have done extremely well out of the bridges; they have been a cash cow. The Government’s assertion that they might keep on tolling rather than reduce the high tolls after the concession ends—we know that although the debt will be £88 million, the Government have already recouped £154 million in VAT response—will not go down well. I would appreciate it if the Government reconsidered reducing the tolls further.

Question put and agreed to.

Resolved,

That this House has considered tolls on the Severn bridges.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 16th July 2015 Commons Chamber

[Mr Robin Walker (Worcester) (Con)]

5. What plans his Department has to relieve congestion and support growth through investment in roads in Worcestershire.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

Tackling congestion and supporting local economic growth are key priorities for this Government, and we have plans for significant investment in Worcestershire’s road infrastructure to deliver those goals. This includes over £100 million of funding to improve local roads, and a number of upgrades to the M5 in Worcestershire.

[Mr Walker]

I am very grateful to the Minister for that answer and, indeed, for his response to my recent Westminster Hall debate on the Carrington bridge and Worcester southern link. He will be aware that the Department classifies the southern link as a local road, but in fact it has enormous strategic importance, linking Worcestershire to Herefordshire, and upgrades to it have the support of the Worcestershire local enterprise partnership and the Marches local enterprise partnership, as well as of a large number of local authorities. Will he therefore take into account the strategic importance of that road in any decisions about funding?

[Andrew Jones]

I do indeed recognise the importance of the A4440 and the Carrington bridge. It is of clear strategic importance to both counties, a point recognised by the county council, by the local enterprise partnership and by my right hon. Friend the Secretary of State, who has visited it personally. That is why we have confirmed we will work with the county council to determine how further stages of the proposal can be taken forward.

[Jake Berry (Rossendale and Darwen) (Con)]

rose—

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[Conor McGinn (St Helens North) (Lab)]

9. What assessment he has made of recent trends in bus (a) fares and (b) service use in England.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

The latest departmental figures show a slight increase in local bus fares in England, while the provisional number of local bus passenger journeys remains unchanged compared with a year earlier. Final figures will be published in the annual bus statistics released in September. The bus market outside London is deregulated and decisions regarding the provision of individual bus services, including setting the level of fares, is primarily a commercial matter for bus operators.

[Conor McGinn]

Figures from the Minister’s own Department show that 121 bus routes in the north-west of England have been cut in the last five years, while fares have risen by an average of 25%. When will the Government give more powers to all communities—whether or not they want an elected mayor—to control fares, set routes and integrate services?

[Andrew Jones]

The Government support the bus sector, which is the backbone of our public transport sector, in lots of different ways, including through the bus service operators grant of £250 million in England this year. The proposals in the buses Bill will include opportunities right across the country for more local control, including the development of franchising, which the Manchester combined authorities are taking forward. The Bill will be published later in this Session.

[Mr Gordon Marsden (Blackpool South) (Lab)]

Is it not clear that the Government have lost the plot for bus users outside London? Their own latest statistics show that journeys there were down by 11 million and fares up by 3.6% last year. Two thousand bus routes countrywide have been lost through cuts since 2010. London, with franchise powers to set routes and fares, has rising bus use. Why are this Government blocking them for communities elsewhere in England—unless they have an elected mayor, which many do not want, forced on them? Is this not sham rather than real localism?

[Andrew Jones]

Bus fares in Greater London have, in fact, been rising faster than those in non-metropolitan areas. As for the issue of franchising and local mayors, it is all about local control and decision accountability. A range of proposals will be published later in the year with the buses Bill.

[Jeremy Lefroy (Stafford) (Con)]

10. What assessment he has made of trends in the rate of take-up of low-emission vehicles.

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[Suella Fernandes (Fareham) (Con)]

11. What assessment he has made of the adequacy of private investment in the bus industry.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

The bus market outside London is deregulated, and it is for individual commercial bus operators to determine how best to invest in their businesses. The biggest operators have invested £1.3 billion in new vehicles outside London over the past five years.

[Suella Fernandes]

Local authority funding for local bus services in Fareham and Gosport has been reduced by £1.5 million, leaving areas in my constituency such as Whiteley, Locks Heath and Warsash with virtually no bus service. I am concerned that private investment is not filling the gaps. What are central Government going to do to assist?

[Andrew Jones]

I note my hon. Friend’s concern, but I believe that decisions about funding to support local bus services are best made at local level. I would say, however, that the Government are continuing to make substantial funding available to bus operators and local authorities through the £250 million bus service operators grant. Additionally, I understand that FirstGroup has made significant investment in local buses in south Hampshire. All the buses in that area are fitted with free wi-fi, and most are fitted with next-stop displays and audio announcements. This is being delivered in partnership with Solent Transport and with Department for Transport funding, and therefore involves a mixture of public and private funding. I share with my hon. Friend a desire to see a strong bus sector.

[Mr Speaker]

Further copious detail, if required, could always be lodged in the Library of the House.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

I do not want to criticise the Minister, but I will. When my constituents go around the country, they, like me, see buses belching filthy black smoke from their out-of-date diesel engines. Cummins in my constituency makes the most advanced turbo-chargers in the world. Why are we not investing in a new generation of buses and getting rid of those that are belching out fumes, killing and shortening the lives of our constituents?

[Andrew Jones]

Just as the Under-Secretary of State for Transport, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill) came into work on his bicycle this morning, I came in on a bus. It was a clean bus, and the Government are investing heavily in clean bus technology all over the country. I am not quite sure when the hon. Member for Huddersfield (Mr Sheerman) was last on a bus, but if he looks around the country he will see an enormous range of clean buses right across the UK.

[Mr Speaker]

The Minister truly is a man of the people.

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[Lucy Frazer (South East Cambridgeshire) (Con)]

15. What steps his Department is taking to improve the condition of roads.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

Over this Parliament the Government are investing £15.2 billion on upgrading our strategic road network, contributing £6 billion to the local growth fund for local enterprise partnership priorities, including local roads, and just under £6 billion in maintaining our local highways. It is a comprehensive package that will improve the condition of our road network.

[Lucy Frazer]

In the light of the growth around Cambridge, does the Minister agree that it is time to upgrade the A10 north of Cambridge towards Ely?

[Andrew Jones]

The growth around Cambridge is encouraging and I hope that my hon. and learned Friend is encouraged by the fact that the Cambridgeshire schemes in the road investment strategy have a budget of more than £2 billion. The A10 is certainly an important north-south link providing access across Cambridgeshire, but it is for the local highways authority, the county council and the LEP to best decide what upgrades are needed. My hon. and learned Friend is a tenacious campaigner and I am sure they would be extremely wise to listen to her.

[Andrew Gwynne (Denton and Reddish) (Lab)]

When the Minister next meets the chief executive of Highways England to discuss the condition of the strategic road network, will he also have a word about the litter on that network, because some of the filthiest roads in my constituency, the M60 and the M67, are under the ownership of Highways England and it is clear that its maintenance arrangements are not adequate?

[Andrew Jones]

I will be having a monthly meeting with the chief executive of Highways England and I will raise that point with him. To be fair to Highways England, they are not the people who deposit the litter in the first place.

[Several hon. Members]

rose—

[Matt Warman (Boston and Skegness) (Con)]

18. During the election campaign the then roads Minister came to my constituency to consider a new Boston distributor road and the opportunities it might present. It has been on the drawing board for the past 60 years, so will this Minister commit to continue the good work of his predecessor and come to look at that site again to see when we can finally get some shovels in the ground?

[Andrew Jones]

I will certainly commit to continuing that good work and will be delighted to meet my hon. Friend in his constituency.

[Stewart McDonald (Glasgow South) (SNP)]

T1. If he will make a statement on his departmental responsibilities.

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[John Glen (Salisbury) (Con)]

T3. Will the Minister update the House on the schedule for the much-needed improvements agreed for the A303? When will he meet Amesbury Town Council and other local interested parties to discuss the route and when this work will happen?

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

As my hon. Friend knows, this Government are focused on delivering a £2 billion package of road improvements to the A303/A30/A358 corridor, and that includes dualling the A303 from Amesbury to Berwick Down, as was announced in the road investment strategy. Highways England will continue to engage with a wide range of stakeholders as it investigates what it is going to be doing in detail. It expects to start a wider public consultation in 2017. I will be delighted to meet Amesbury Town Council to discuss the scheme and to meet other local stakeholders, including local councils in his constituency and that of my hon. Friend the Member for Devizes (Claire Perry), the rail Minister.

[Drew Hendry (Inverness, Nairn, Badenoch and Strathspey) (SNP)]

Over the past few years, many incidents have raised serious concerns over maritime safety in the coastal waters of the highlands and islands. Those concerns have not yet been addressed. Will the Minister agree to meet MPs from the constituencies representing the west coast of Scotland to discuss those concerns and the provision of emergency towing vessels in the area?

[Suella Fernandes (Fareham) (Con)]

T5. Junction 10 on the M27 has been identified for vital upgrading to an all-moves junction. Such work is vital to support the strategic development area of Welborne, bringing 6,000 new homes. Can my hon. Friend confirm that those works will be taking place in the first half of this Parliament, and that the funding shortfall of £30 million will come from central Government?

[Andrew Jones]

The upgrade to junction 10 on the M27 has been profiled to start its preliminary work this year. The Government have contributed £14.9 million through the Solent local enterprise partnership growth deal to make up the shortfall of the scheme. In March, they also contributed £3.4 million in the second growth deal to support the local connections into the junction, and those works will start in 2015.

[Heidi Alexander (Lewisham East) (Lab)]

T2. The Davies commission predicted that 40 million passengers would use Gatwick by 2024, yet Gatwick says that it will reach that number this year. Who does the Secretary of State think is right on that point, and is he concerned that the Davies commission may have underestimated the economic impact of expanding Gatwick?

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[David Morris (Morecambe and Lunesdale) (Con)]

T8. In my constituency, work is under way on building the M6 link road to Heysham port. As phase 2 of the extension, it would be wise to consider carrying out a feasibility study on a tunnel under Morcambe Bay, as the tunnel would link in with the powerhouse and open up the whole of the Furness peninsula. Will my hon. Friend make a statement on that issue?

[Andrew Jones]

I understand that my hon. Friend is aware that it is for the two local transport authorities of Lancashire and Cumbria County Councils, in consultation with their respective LEPs, to assess whether to take forward the development of that ambitious scheme, which would include any feasibility study. I understand that he has had meetings with both authorities and urge him to continue those discussions and keep me informed of progress.

[Kelvin Hopkins (Luton North) (Lab)]

T4. Some 85% of internal and cross-channel freight goes by lorry. A substantial modal shift of freight from road to rail cannot happen unless and until full-size lorry trailers can be carried on trains, which is impossible on the existing network. When will the Government look seriously at investing in new large gauge rail capacity to accommodate lorry trailers on trains and linking the regions and nations of Britain both to each other and to the channel tunnel?

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[Jake Berry (Rossendale and Darwen) (Con)]

In a sort of Rossendale remake of “Groundhog Day”, Bacup road in my constituency is being dug up for the third time in the past 18 months. Will my right hon. Friend write to Lancashire County Council about the success of London’s lane rental scheme in reducing delays?

[Andrew Jones]

I am aware that the Mayor of London enthuses about the success of the lane rental scheme in London and the positive impact it has had in minimising disruption from roadworks. As my hon. Friend knows, the Government believe these decisions are best taken locally, but I will be happy to look closely at what he says and take it up with the county council.

[Mike Kane (Wythenshawe and Sale East) (Lab)]

A key driver of economic growth in the north of England is Manchester airport, which is in my constituency. It relies on public sector transport for its market penetration. Does the Secretary of State understand that the cancellation of midland main line and the electrification of trans-Pennine routes damages Manchester’s economy and our potential growth?