Civil Aviation Bill

Baroness Primarolo Excerpts

Wednesday 25th April 2012 Commons Chamber

[Jim Fitzpatrick]

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

[Madam Deputy Speaker (Dawn Primarolo)]

With this it will be convenient to discuss the following:

New clause 5—CAA general financial duties

‘In section 8 of the Civil Aviation Act 1982 (General financial duties) after subsection (4) insert—

“(5) It shall be the duty of the CAA to conduct its affairs in such a manner as to fulfil a general duty of efficiency in the use of its financial resources.”.’.

Amendment 2, page 2, line 11, clause 1, after ‘economy’, insert ‘, effectiveness’.

Amendment 1, page 3, line 8, clause 2, after ‘economy’, insert ‘, effectiveness’.

Government amendments 14, 15 and 19.

[Jim Fitzpatrick]

I do not expect to detain the House for very long on the new clauses, as they are primarily probing, but we are interested in Government amendment 19, which deals with clause 77. The apostrophe and full stop in the amendment look very curious indeed, and we look forward to receiving an explanation of their significance.

In Committee, the Minister teased us about our change of position on the Pilling report and on our support for National Audit Office oversight of the CAA. We said, in justification, that the world had moved on, and that evidence was coming forward, particularly from the British Air Transport Association at that time, in respect of the Government’s explanation of the CAA’s audit arrangements. BATA stated that it in fact involved a normal company audit to ensure that there was no fraud, whereas we were proposing an NAO audit examination of efficiency and value for money.

Only this week, Members will have seen the correspondence from Virgin Atlantic citing the example of the Financial Services Authority. The CAA will be run along similar lines to the FSA. Although the NAO is tasked with keeping track of taxpayers’ money, it has oversight of the FSA, which receives no income from the taxpayer. The CAA will be in the same position. There are clear parallels between the two organisations, so why will the NAO not have oversight of the CAA as well? Other industry-funded regulators are subject to NAO oversight, including Ofgem, which is funded by the energy companies, Ofwat, which is funded by the water companies, and Ofcom, which is funded by broadcasters, the media and communications providers. We are trying to address that anomaly in new clause 4.

Moving on to new clause 5, the Minister stated in Committee that she had written to the leadership of the CAA to say that she expected it to

“lead the Authority in such a way that it: is run efficiently and effectively, thereby minimising the cost on the aviation sector, and providing value for money”.––[Official Report, Civil Aviation Public Bill Committee, 13 March 2012; c. 344.]

We received evidence at the time, however, from British Airways, which stated that

“the CAA has scope to make significant improvements in efficiency”.––[Official Report, Civil Aviation Public Bill Committee, 13 March 2012; c. 342.]

That statement was referring to the CAA before it got its new powers and responsibilities, which placed even greater pressure on it. My hon. Friends the Members for Liverpool, Riverside (Mrs Ellman) and for Blackley and Broughton (Graham Stringer) raised this matter in Committee several times, and they might well try to catch your eye again today, Madam Deputy Speaker, in order to reinforce the point.

In Committee, the Minister pointed out the technical flaws in our original amendment, so we have tidied it up. We have taken her advice and ensured that the new clauses are more appropriately worded. She also said that she would reflect on the matters that we had raised in Committee, and we would be grateful if she would share her conclusions with the House today.

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[Seema Malhotra]

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

[Madam Deputy Speaker (Dawn Primarolo)]

With this it will be convenient to discuss the following: amendment 3, in clause 1, page 2, line 17, after ‘Chapter’, insert—

‘(ea) the need to work with NATS, the Secretary of State, the Committee on Climate Change and air transport service providers towards meeting the United Kingdom’s greenhouse gas emission reduction obligations as set out in the UK’s Carbon Budget, including the UK’s share of international aviation emissions’.

Amendment 4, page 2, line 17, after ‘Chapter’, insert—

‘(ea) the effect on the environment and on local communities of activities connected with the provision of airport operation services and air transport services at the airport to which the licence relates,’.

Amendment 5, in clause 2, page 3, line 10, leave out ‘and’ and insert—

‘(ca) the effect on the environment and on local communities of activities connected with the provision of airport operation services and air transport services at the airport to which the licence relates, and’.

Amendment 7, in clause 83, page 51, line 22, at end insert—

‘(d) greenhouse gas emissions resulting from both domestic flights and flights to European Union Member States, with greenhouse gas emissions for an equivalent journey via rail or coach.’.

Government amendment 16.

Amendment 6, in clause 84, page 52, line 11, at end insert—

‘(d) greenhouse gas emissions resulting from the use of international air transport services from a civil airport and domestic air transport services to or from a civil airport.’.

[Seema Malhotra]

The new clause is intended to ensure that airport operators establish and implement a noise pollution compensation scheme for residents and organisations around an airport.

I welcome the Government’s recognition of the need to address the environmental impact of aviation, which the Minister has expressed on many occasions. In Committee, I moved an amendment with similar intentions to those behind the new clause. I asked the Minister about the possibility of adding to the Bill a provisional compensation scheme for noise arising out of licensed activities affecting persons residing in, or occupying business or community premises in, an area designated in the licence conditions.

The Minister responded that the meaning of “licensed activities” was not entirely clear, and that if I intended to refer to the definition of airport operation services as licensed activities in clause 68, the amendment could not be accepted, as the clause expressly excluded air transport services from that definition. She added that a more substantive reason for her opposition to the amendment was that she believed that

“environmental protection measures should not depend on whether an airport happens to be subject to economic regulation. If there is a case for environmental regulation, this should depend on the airport’s environmental impact, regardless of whether the airport happens to have substantial market power and fall within the scope of the economic regulation framework set out in the Bill.”––[Official Report, Civil Aviation Public Bill Committee, 6 March 2012; c. 216.]

New clause 6 is intended to deal with some of those issues.

We all recognise the need for aviation to support our economy and the vital importance of airports in providing local employment. I may well recognise that more than many others, as my constituency borders Heathrow airport, which supports more than 110,000 local jobs—approximately 22% of total local employment—and provides gross value added of £5.3 billion. It is a vital national economic asset, but for Hounslow’s quarter of a million residents and the residents of neighbouring boroughs, the daily environmental impact of Heathrow includes flights overhead every 60 seconds. The majority of the borough is located within the 55 dB(A) Lden aircraft noise contour.

New clause 6 has the support of my local authority—the London borough of Hounslow—and of neighbouring MPs. In essence, it seeks provision relating to a compensation scheme for noise pollution. The measure would support local residents, business and community premises to be insulated according to a formula based on geographic zone or noise level, which could be decided or kept under review by the Secretary of State as a minimum level of the airport’s responsibility to its local area.

All hon. Members know that noise impacts on health and well-being. That debate continues. For example, the secondary analysis of the London Heathrow sample of children from the RANCH project—the EU project on road traffic and aircraft noise exposure and children’s cognition and health—examined the effects of daytime aircraft noise exposure at home and at school. It concluded that aircraft noise exposure at school had a significant effect on children’s cognitive development, and that schools needed to be an important focus for the protection of children from aircraft noise.

I have drawn on examples from my local area, but aircraft and aviation noise is a national issue that affects neighbourhoods in every airport location. The good practice guide on noise exposure and health from the European Environment Agency states that 27% of people in the 55 dB(A) Lden areas are highly annoyed by aircraft noise, and there are implications for irritation, anxiety and stress. However, one set of stakeholders whose needs are not sufficiently well recognised or reflected in the Bill or the CAA’s environmental consultation documents are local residents who live around airports and are exposed to aircraft and other noise that results from licensed activities such as aircraft taking off and landing and surface transport.

The CAA is the regulator of aviation activity in the UK, but its responsibility for the environmental impact of aviation continues to be the subject of debate, not least today. The new clause seeks to ensure that the CAA has authority to help to control the effects of noise and the quality of insulation and noise mitigation schemes that each of the major UK airports operates in the interests of local residents and the local work force. The idea is particularly relevant in respect of a change in our airport infrastructure that could mean multiple operators at a single airport. That could result in confusion over who has responsibility.

Rail Reform

Baroness Primarolo Excerpts

Thursday 8th March 2012 Commons Chamber

[Maria Eagle (Garston and Halewood) (Lab)]

I thank the Secretary of State for advance sight of her statement and repeat our thanks to Sir Roy McNulty and his team for their work. We did not agree with all his conclusions and, if we had been in government, we would not have accepted all his recommendations. It was a valuable piece of work, however, that is helping to drive a number of reforms in the industry that we welcome.

Passengers have every reason to be concerned about the direction that the Secretary of State has just set for the rail industry, with year after year of inflation-busting fare rises, ticket offices closed, fewer staff on trains and at stations and cuts in investment in the rail network. In each case, the interests of private train companies are being put before those of passengers and the principle that we established in government of a clear separation of infrastructure and maintenance from private profit is being abandoned, for the first time giving private train companies the whip hand over Network Rail. That is a dangerous experiment that takes the industry on the road to breaking up and selling off Britain’s railway infrastructure, all because this is a Government who are simply unwilling or unable to stand up to vested interests on behalf of passengers. [Interruption.] The question that the Government have yet to answer is this: if we are all in this together, why is the burden yet again to fall on the fare payer and not on those who are already making huge profits—[Interruption.]

[Madam Deputy Speaker (Dawn Primarolo)]

Order. The Secretary of State was listened to politely without Front-Bench heckling and I expect the shadow Secretary of State to be heard without heckling from those on the Front Bench or anywhere else.

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[Several hon. Members]

rose—

[Madam Deputy Speaker]

Order. I am sure the whole House is very grateful for the Secretary of State’s comprehensive reply to all those points. I hope therefore that there will now be short questions and brief answers, so that we can get all Members in.

[Sir Alan Haselhurst (Saffron Walden) (Con)]

I welcome the thrust of my right hon. Friend’s statement, but can she offer me some encouragement that the West Anglia line, which has lacked capacity improvements since its third and fourth tracks were torn up in the wake of the Beeching report, now has a better chance of having its track capacity enhanced?

Rail Fares

Baroness Primarolo Excerpts

Wednesday 11th January 2012 Commons Chamber

[Maria Eagle]

No. This is a shortened debate, and I want to give people time to make their speeches, so I hope that the hon. Gentleman will forgive me if I make some progress. I have already spoken for a little longer than I would have hoped, and that is partly because I have taken interventions.

The Government need to be tougher not just on train companies, but on private bus operators. While train fares grab the headlines, most people’s experience of transport is in fact the local bus. For many, the bus is a lifeline: for those without a car; for older people who no longer drive or may never have done so; and for our young people, for whom the bus is their only way to get around, especially if mum or dad do not have a car or work all hours. Yet quietly, and without much fanfare, throughout the country there is a catastrophe facing bus services, with services being cut and fares rising. Again, that is thanks to decisions made by the Government. Their unwillingness to take on the vested interests in our transport industry is holding back the reform that is required.

In the spending review, the Government have made three decisions that have hit bus services. First, they have cut councils’ local transport funding by 28%—and front-loaded it. that has meant the end of support for many subsidised routes, and the end of ring-fencing has placed further pressure on councils—[Interruption.]

[Madam Deputy Speaker (Dawn Primarolo)]

Order. It really is not necessary for the Secretary of State to keep shouting across the Dispatch Box. She is about to address the House, and I am sure that she expects everybody to listen to her as well.

While I am on my feet, I must say that increasingly in the Chamber there is the behaviour whereby Members shout and heckle constantly when somebody else is speaking, and it is not really acceptable, so I hope that Members will stop it.

[Maria Eagle]

The end of ring-fencing has placed further pressure on councils to divert funds from bus services in order to protect other front-line services such as Sure Start or social care budgets.

The Government’s second decision has been to cut the funding available to bus companies in order to reclaim some of their fuel costs, particularly in rural areas where otherwise they would simply not run the service. Thirdly, the Government have changed the formula by which local authorities are reimbursed for the cost of delivering the concessionary fares scheme for older people, leaving councils with a funding shortfall that has led to new restrictions on when passes can be used, and to cuts in services.

On the impact, the Campaign for Better Transport calculates that one fifth of supported bus services throughout England now face the axe; more than 1,000 bus services have already been lost; and many surviving routes have seen fares hiked significantly.

The Public Transport Executive Group, which represents all the passenger transport executives, serving 11 million people throughout the metropolitan areas of England, calculates that as a result of the Government’s policies bus usage and patronage will decline by 20%, fares will increase by 24% above the rate of inflation and the added congestion alone will cost £68 million.

Ministers fail to understand that, when they cut a bus route, they cut an opportunity for young people to stay on in education, for people to travel further afield to take up employment, and for older people to remain connected to family and friends, with all the quality of life and, even, mental health benefits that that can bring. That impacts not only on those who rely on their local bus services, but on our ability to reduce the deficit. When those who want to travel further to take up work find that they cannot afford to do so or that the bus service is no longer there, those opportunities simply cannot be taken up. Young people who get the grades that they need to give them a chance in life and to find a good job will find that they simply cannot get to where they want to go for work or to continue their education.

The Government have said that those who are out of work should be willing to travel for up to 90 minutes to take up a reasonable job offer or else lose their jobseeker’s allowance. However, they are also taking away the only affordable means for people to do so. That is a total failure of joined-up government.

The Government are telling young people to stay on in education post-16, yet they have not only axed the education maintenance allowance, but failed to protect the local bus services that enable young people to get to college. The scale of the cuts faced by councils is leading to restrictions on concessionary fare schemes for young people. Some councils are telling us that they may have to axe schemes altogether. It is no wonder that the UK Youth Parliament chose to debate the need for cheaper fares and more accessible public transport for all young people during its annual sitting in this Chamber, following a vote by 65,000 people across the country.

The Association of Colleges has warned of a drop in further education enrolment and 60% of colleges have reported a drop in transport spending by their local authority. On average, students travel between 9 and 35 miles to get to college, with 72% of them relying on the bus to get there. That is another total failure of joined-up government. The consequence will be added pressures on family budgets or young people simply being unable to take up the opportunities that they need to reach their potential. That is a tragic waste for those young people. It is an idiotic policy because it will lead to higher welfare costs and less tax take in the future. It is a knee-jerk cut that will make it harder to reduce the deficit.

Cuts to school transport support for younger pupils are adding to the burden on families, with parents struggling to afford the fuel costs of the school run or having to juggle getting children to school with getting to work. Figures obtained by the Campaign for Better Transport show that council spending cuts have led to almost three quarters of local education authorities making cuts to school transport.

The loss of bus services has also had a devastating impact on older people. Despite the Prime Minister’s election pledge on the free bus pass that we introduced in government, he has axed £223 million from the scheme in this year alone. That has an impact on the viability of many bus services. Do not take my word for it; Tory-controlled Norfolk county council is leading the campaign for fair funding from the Government for concessionary fares. It has support from councils in Cumbria, Somerset and Devon, all of which have Tory leaders. Norfolk alone has calculated a £4.5 million shortfall in funding for the concessionary bus scheme. Up and down the country, pensioners are asking what is the point of a free bus pass if there is no bus. The Prime Minister has failed to honour the spirit of his election pledge and has left many older people isolated.

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[Several hon. Members]

rose—

[Madam Deputy Speaker (Dawn Primarolo)]

Order. I have to inform hon. Members that a time limit of six minutes has been placed on Back-Bench contributions.

Cost of Motor Insurance

Baroness Primarolo Excerpts

Tuesday 8th November 2011 Commons Chamber

[Madam Deputy Speaker (Dawn Primarolo)]

Order. Minister, I realise that driving on motorways is a very important subject, but I have a feeling that you were going to bring the debate back to the cost of motoring.

[Mike Penning]

An integral part of driving and the cost of insurance is how people are qualified to drive. That is why qualifications, as well as the ordinary driving test, are specifically mentioned in the report we are discussing, which is why I was speaking to the issue. However, I shall take your guidance, Madam Deputy Speaker, and steer towards more detailed work on the black box.

[Madam Deputy Speaker]

Order. I am very sorry, but I was trying to ensure that the Minister stayed where he wanted to be, whereas the hon. Member for Lewisham West and Penge (Jim Dowd) was tempting him away. I do not need a gentle rebuke from the Minister; I thought I was helping him.

[Mike Penning]

I know you too well ever to rebuke you, Madam Deputy Speaker, and I would never be led astray by the hon. Gentleman.

I do not agree with the hon. Gentleman. We have a situation in which young people—or, indeed, anyone—passing their test today can go on the motorway. There are no restrictions on that, and we need to give them the necessary skills. I have a full car, full motorbike, HGV and tank licence to boot, and I have driven on the motorway in all types of vehicle, so I understand. I have an H licence. The hon. Gentleman was indicating from a sedentary position, “What is a tank licence?”—it is an H licence for tracked vehicles.

Let me touch on issues of technology. As we heard earlier, some insurers have been using technology, particularly the black box. The Co-operative insurance company, which was mentioned earlier, has a scheme that encourages people to take the box in their car, and it monitors very carefully what speed one is travelling at, what time of day one is driving—nearly everything. I have been pushing quite extensively with insurers to roll that out further. It is the obvious way forward. If people are given the responsibility of a driving licence, they can be given the opportunity of responsibility. However, insurance companies have to be transparent. We have to know why the premiums are what they are and how they can best be broken down so that the public, when they look at their premium, know exactly what they are getting for their money. If there is a discount, we need to know exactly what it is and that if the person who takes out that policy sticks rigidly to the agreement their premium will not shoot up the following year or month.

In conclusion, I think this has been a very sensible debate. I welcome the report from the Committee chaired by the hon. Member for Liverpool, Riverside and I think that we can agree on most things. We have many, many Committees sitting already; one more would be quite difficult. We meet regularly on a cross-party basis to discuss these matters, and myriad Departments can be involved, depending on the issue in question.

At the moment, we are doing a great deal of work on penalties, which I have not yet touched on, and on the question of whether fines are the answer. The Secretary of State for Work and Pensions has already announced that he is going to allow fines to be increased for those on benefits. At the moment, the figure is £5, but that will increase to £25. I personally think that, as well as looking at increasing fines, we need to look at the points. In most cases, people will be prepared to pay a fine, but they might find the prospect of getting additional points on their licence more of a deterrent. They might decide that getting an extra six points, rather than just three, might mean losing their licence. I hope that such a move might prevent more people from driving while uninsured.

Driving Test Centres (Closure)

Baroness Primarolo Excerpts

Tuesday 22nd March 2011 Commons Chamber

Royal Assent

[Madam Deputy Speaker (Dawn Primarolo)]

I have to notify the House, in accordance with the Royal Assent Act 1967, that the Queen has signified her Royal Assent to the following Acts:

National Insurance Contributions Act 2011

Budget Responsibility and National Audit Act 2011.

Question put, That this House do now adjourn.

Question agreed to.

Points of Order

Baroness Primarolo Excerpts

Monday 20th December 2010 Commons Chamber

[Kevin Brennan (Cardiff West) (Lab)]

On a point of order, Madam Deputy Speaker. In answering an urgent question earlier today, the Minister for Immigration referred to a major ongoing anti-terrorist operation taking place across the country today, with arrests being made in my constituency and that of my right hon. Friend the Member for Cardiff South and Penarth (Alun Michael). Could you tell me whether you have received any information from the Home Office or the Home Secretary about whether she intends to come to the House, either later today or tomorrow, to update us on the nature of this major anti-terrorist operation?

[Madam Deputy Speaker (Dawn Primarolo)]

I can say to the hon. Gentleman that I have not received notification of any statement on the matter that he has raised. I understand his particular interest, and I am sure that those on the Government Benches have taken note of his point of order and that, should we need to be given any information, either he or the House will be informed directly.

[Mr Andy Slaughter (Hammersmith) (Lab)]

On a point of order, Madam Deputy Speaker. After the statement on high-speed rail by the Secretary of State for Transport, I went to the Vote Office to obtain the details—the devil often being in the detail—for my constituency, which is where the main terminal is located. I was told that it was contained in a 1,000-page document that had not been made available to the Vote Office, and I was advised to go to the Library. I went to the Library, which had one CD-ROM that it was not possible to download or forward to Members. I was told that CD-ROMs might have been sent to Members, but they have not arrived as yet. This is another instance of what is becoming a frequent occurrence—it occurred last week with the reports on court closures, and it occurred earlier in the Session with Building Schools for the Future—whereby the Government think that making available very limited data, in an inadequate, electronic form, is sufficient to give Members notice of what is happening in their constituencies. It would be a welcome ruling from you, Madam Deputy Speaker, to say that when statements are made to this House, Members should have details that explain the important implications for their constituents of what is being told to the House.

[The Secretary of State for Transport (Mr Philip Hammond)]

Further to that point of order, Madam Deputy Speaker. I hear the hon. Gentleman’s point. The documents are extremely voluminous, and it is not practical to deliver them in printed form to every Member, but my understanding is that a CD-ROM has been sent to every Member whose constituency is affected. I will go out of the Chamber now and ensure that that has happened, and if it has not, I will ensure that it happens straight away.

[Madam Deputy Speaker]

I am grateful to the Secretary of State. It is obviously important that Members of Parliament have the information that they need with regard to statements, and I will pay attention to what he has said. In the past, he has, with his normal courtesy, written to me in the Chair to update me on the situation, in case I need to raise it with Mr Speaker. I hope that that deals with the point of order raised by the hon. Member for Hammersmith (Mr Slaughter).

Points of Order

Baroness Primarolo Excerpts

Tuesday 26th October 2010 Commons Chamber

[Clive Efford (Eltham) (Lab)]

On a point of order, Madam Deputy Speaker. I do not expect an answer to this point of order today, but I wonder whether you can seek clarification through Mr Speaker regarding the release of Government statements to the Liberal Democrats prior to their being made in the House. Members on the Liberal Democrat Benches have no higher status than Back Benchers on the Opposition Benches. The last time I looked, the hon. Member for Lewes (Norman Baker) was the transport spokesman for the Liberal Democrats, and he is now sitting on the Government Benches as the Under-Secretary of State for Transport. I would like to know whether what has happened is common practice. Has it happened before, exactly what can we expect in the future, and will Mr Speaker look into it?

[Madam Deputy Speaker (Dawn Primarolo)]

That is not really a point of order for me in the Chair. However, the hon. Gentleman has got his point on the record, and I understand that the Secretary of State wants to be helpful to him.

[The Secretary of State for Transport (Mr Philip Hammond)]

I, too, heard a reference to a copy of my statement having been received by one of my hon. Friends. I suspect that they were referring to the list, which was placed in the Vote Office a few moments before. As far as I am aware, no copies of the statement were distributed before I rose to speak.

[Madam Deputy Speaker]

Well, this is a matter that Mr Speaker can look at, and he can read the comments that have been made on the record. I do not know the answer at the present time, but I am grateful to the hon. Member for Eltham (Clive Efford) for bringing the matter to my attention.

I call Bob Ainsworth.

[Mr Bob Ainsworth (Coventry North East) (Lab)]

Further to that point of order, Madam Deputy Speaker. I would ask that the Speaker look into this—

[Sir Gerald Kaufman (Manchester, Gorton) (Lab)]

Did you call me or my right hon. Friend, Madam Deputy Speaker?

[Madam Deputy Speaker]

I called Bob Ainsworth.

[Mr Ainsworth]

I would ask that the Speaker look into this matter. It became pretty apparent that Back Benchers were not being treated equally. There are, it seems, pretend, shadow Liberal Democrat Ministers in the House, but they should surely not be given privileges over other Back Benchers. I would have thought that it was a matter for the Speaker to see whether Members were being treated with some kind of fairness and equality.

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[Madam Deputy Speaker]

I have given my answer in response to that point of order. The Secretary of State has been helpful by pointing out that, as far as he is concerned, what the right hon. Gentleman has described should not have happened, and there are no special arrangements. Mr Speaker will be able to look at the points that have been raised and decide whether this is a matter that he needs to address. I think that that is all that we can deal with at this point.

[Sir Gerald Kaufman]

On a point of order, Madam Deputy Speaker. I want to raise a matter that relates to the rights of hon. Members of this House. Thursday next week will be the 15th anniversary of the assassination of Yitzhak Rabin, the Prime Minister of Israel. I sought to table an early-day motion commemorating the event, and took it to the Table Office. Its heading was “Yitzhak Rabin, Assassinated Peacemaker”. That he was assassinated is incontrovertible, as his murderer is serving a prison sentence for killing him. That he was a peacemaker is incontrovertible as he was awarded the Nobel peace prize the year before he was assassinated. Yet the Table Office sought to get me to remove the words “Assassinated Peacemaker” from the title and, when I demurred, said that it would need to be discussed. I heard nothing further from the Table Office and, that being so, assumed that the early-day motion would be on the Order Paper today. It was not. When I inquired about it, I was told that nothing whatever had been done about it. I have studied “Erskine May”, and there is nothing whatever in it that gives the Table Office the power to amend or change the title of an early-day motion in that way. The rights of hon. Members are at stake, because if we cannot say what is true and incontrovertible in an early-day motion without it being liable to being amended, then where are we, Madam Deputy Speaker? I seek to be allowed to table my early-day motion, with its title, in the way that I drafted it.

[Madam Deputy Speaker]

I am grateful that the right hon. Gentleman has raised this point of order with me. I am not able to respond immediately, but I hope that he will agree that I can look into the matter—it might be a matter that Mr Speaker will want to consider directly—and that we come back to him as quickly as possible.

[Sir Gerald Kaufman]

Further to that point of order, Madam Deputy Speaker. I thank you for that, but when you say “as quickly as possible”, how quickly is that? The Table Office did not come back to me at all. The anniversary is next week, and the motion has already been delayed. It is not a matter of amour propre on my part that the House of Commons can commemorate the assassination of a great man.

[Madam Deputy Speaker]

I have given the right hon. Gentleman my word that I will look into the matter. I am currently on duty in the Chair, and will remain here for a little longer. As soon as I leave the Chair, I will start inquiring into the points that he has made and get back to him as quickly as I possibly can. Perhaps we can now move on, as we have a ten-minute rule Bill.

Transport (Investment)

Baroness Primarolo Excerpts

Tuesday 26th October 2010 Commons Chamber

[Several hon. Members]

rose—

[Madam Deputy Speaker (Dawn Primarolo)]

Order. May I just inform hon. Members that a large number of you want to get in, so by asking a short question to the Minister and receiving a short answer you will help each other enormously in ensuring that all the points are made? I call Martin Horwood.

[Martin Horwood (Cheltenham) (LD)]

Thank you, Madam Deputy Speaker. May I also thank the Secretary of State for the advance notice of his statement that was given to me? I welcome the overall investment that he has announced today, his commitment to local decision making and, specifically, the investment in road maintenance, rail, light rail, trams and locally integrated transport schemes. I am sure that those will be welcomed across the country. As a Gloucestershire Member— I am sure that he will have expected me to say this—I regret that the redoubling of the Swindon to Kemble line has not been included in any of the documents, despite being a highly economic and economically very important scheme. May I ask him whether or not that is precisely the kind of scheme that in future local communities will be able to express as a priority under the localism agenda that he has talked about, and whether or not he agrees with me—

[Madam Deputy Speaker]

Order. I say to the hon. Gentleman that I have only just advised the House that hon. Members could help each other by being brief. I would be grateful if the Minister would now answer.

[Mr Hammond]

The Swindon to Kemble project, which my hon. Friend mentions, was uniquely the only Network Rail scheme brought forward under the regional funding allocation system. It had not submitted a business case to the Department before the cut-off date of 10 June, but it is the type of scheme that might be put forward in a future locally prioritised funding process. Alternatively, it might be submitted as a proposal for control period 5 in the Network Rail settlement from 2015.

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[Madam Deputy Speaker (Dawn Primarolo)]

Order. We have taken 30 Members’ contributions so far, and the statement is running rather longer than it should. I really would try to persuade Members to ask very short questions, because then we will get everybody in. I shall not call anybody who came in after the statement was given.

[Mr Marcus Jones (Nuneaton) (Con)]

I welcome the statement and the Government’s commitment to invest in our transport infrastructure. In doing so, I should like to be a little parochial, however, and mention the Coventry-Nuneaton rail upgrade, which will be extremely important in opening up further job opportunities for my constituents in Nuneaton, many of whom depend on Coventry for their employment. Is the Secretary of State willing to meet me to discuss that vital project, along with officials from Warwickshire county council?

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[Several hon. Members]

rose—

[Madam Deputy Speaker]

Order. I will take the last five Members, because they have been waiting very patiently, but I ask them and the Secretary of State in reply please to be very brief.

[Eric Ollerenshaw (Lancaster and Fleetwood) (Con)]

I want quickly to congratulate the Secretary of State on how much he has achieved for transport in these straitened economic times. In particular, I welcome his commitment to the Heysham port to M6 link road, which I assure him has the full support of Lancashire county council and Lancaster district chamber of commerce. Will he assure me that his Department will be as proactive as possible to ensure that we see a completion date for this scheme, which has been on the table for the past 30 years?

[Mr Hammond]

Yes.

[Madam Deputy Speaker]

Thank you, Secretary of State. I call David Rutley.

--- Later in debate ---

[David Mowat (Warrington South) (Con)]

Like Members on both sides of the House, I am delighted that the Secretary of State has found the money for the Mersey Gateway. However, the fact that it will be tolled—it has not been historically—will divert large amounts of traffic through inter alia my constituency. The level of traffic that will be diverted is sensitive to the toll set. Will he assure us that his Department will do what it can to ensure that the toll is not used to raise additional money over and above that needed to construct the bridge, and is not increased as part—

[Madam Deputy Speaker]

Order. Thank you very much. Will the Member please resume his seat? I think the Secretary of State got the gist of his question. It was not brief though.

[Mr Hammond]

I understand my hon. Friend’s concerns. This issue must of course primarily be a matter for the promoter of the scheme, which is Halton borough council. However, I am not sure that the local authority is totally unconstrained in setting a charge for the bridge, which will have to be related to the costs of delivering the scheme, so I will check that and write to my hon. Friend.

--- Later in debate ---

[Mr Hammond]

Yes I can give my hon. Friend that assurance. The intention is to carry out the pre-qualification assessment over the next three months, with a view to some schemes moving from the pre-qualification pool to the development pool in January 2011. That will give them plenty of time to make their case for funding before the end of 2011, when the decisions are taken.

[Madam Deputy Speaker]

Thank you. That was 43 Members contributing, but it would have been easier if they had all been brief.