Real-Time Bus Information: North-East
Guy Opperman Excerpts(9 months, 4 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
I was delighted only last week to take the 148 into work here in Westminster, having visited the local bus depot in Camberwell.
Guy Opperman
The hon. Lady has had 15 minutes. I have barely finished my first sentence, and she wants to interrupt me.
Guy Opperman
The situation is that the last bus I took was the 148 last week. [Interruption.]
Hannah Bardell (in the Chair)
Order. If Members want to intervene on the Minister, they can do so in the usual way. Shouting from a sedentary position disadvantages not only themselves but the public, who are paying attention to an important debate.
Guy Opperman
The 685 and the 122, which are run by two different organisations, are the buses I take in Northumberland.
I will try to address some of the points raised. Clearly, we accept that buses are, without a shadow of a doubt, the most popular form of public transport in our country. They are essential to our national transport system in both urban and rural areas, and they play a vital part in the economy that we all wish to see thrive. In the year ending March 2023, around 128 million passenger journeys were made by local buses in the north-east. That is an increase of 12% compared with 2022. Following the introduction of the £2 fare cap in January 2023, bus fares in England outside London fell by 6.2% between September 2022 and September 2023. I congratulate the many bus operators in the north-east that have signed up to the subsidised £2 fare cap scheme, and I hope that others can see the benefit of doing so.
I will set out the national bus strategy and the bus service improvement plan in a little detail, and will then come to the more substantial questions of the hon. Member for Newcastle upon Tyne Central (Chi Onwurah). In March 2021, the Government published England’s national bus strategy, setting out the vision for bus services across the country. It sets out how we will deliver better bus services for passengers through ambitious and far-reaching reform.
As a first step, the Government asked every local authority to work with their bus operators to develop the bus service improvement plan—BSIP for short. Those plans are intended to set out each local authority’s vision for improving bus services in its area and to act as a guide to help design local transport networks that are tailor-made for the communities they serve. The central aim of the national bus strategy—to get more people travelling by bus—can only be achieved by making buses a more practical and attractive option for more people. Strong local plans delivered through enhanced partnerships between local transport authorities and bus operators or franchising operators are crucial to achieving that.
The Government have invested over £4.5 billion to support and improve bus services since March 2020. We have consistently provided funding to subsidise local bus services through other routes. We have provided over £200 million a year through the bus service operators grant directly to operators to help keep fares down and maintain extensive bus networks. A further £42 million is provided to local transport authorities annually from the bus service operators grant to subsidise socially necessary bus services; of the 80 English local transport authorities outside London, Nexus receives almost £1 million a year to subsidise services in the north-east through that route. We are also providing funding to local authorities so that older and disabled people up and down the country can travel on buses for free. That is a concessionary scheme that costs around £1 billion per year.
Further funding of £2 billion has been allocated to prevent reductions to bus services following the pandemic, £1 billion of which was allocated in 2022 to help local authorities deliver their bus service improvement plans. Subsequently, the Prime Minister announced an extra £1 billion in bus service improvement plan funding—redirected from the High Speed 2 decision—to deliver improved bus services in the north and the midlands as part of Network North.
Catherine McKinnell
I thank the Minister for giving way. My hon. Friend the Member for Newcastle upon Tyne Central (Chi Onwurah) raised some specific issues about real-time information. I hope the Minister will not talk the debate out without addressing them. The Minister will also know that there are issues across the entire north-east regional network. He should bear in mind that providing more information could hugely increase tourism. For example, tourists come to our region, explore the beautiful Northumberland coast, walk halfway up it and get a bus back; I do so regularly, but relatively recently I stood for 45 minutes in the freezing cold, waiting for a bus to turn up in Bamburgh.
Guy Opperman
I was coming to the issue of real-time information on what is called the bus open data service. The Public Service Vehicles (Accessible Information) Regulations 2023, which were formulated in collaboration with local authorities, Guide Dogs and various other disability organisations, came into force on 1 October 2023, so the idea that we are not doing anything is, with respect, wrong. When it comes to real-time information, there are apps such as Google Maps, Trainline, Apple Maps, Citymapper and Moovit in every major region across England.
Guy Opperman
I am trying to respond to the points raised by the hon. Member for Newcastle upon Tyne North (Catherine McKinnell). Is this a work in progress? Yes, it is, but it gives passengers control over how they travel on buses. The app helps them save time and plan their journeys.
Guy Opperman
One second. I cannot be accused of not answering the point when I am trying to answer the questions asked by both the hon. Member for Newcastle upon Tyne Central and the hon. Member for Newcastle upon Tyne North.
In 2020, we launched the bus open data service to support the digital transformation of bus services. It requires all bus operators of local services in England to open up high-quality, accurate and up-to-date passenger information, including timetables, fares, tickets and vehicle location information. Those improvements are clearly designed to give a better journey experience and provide people with the information they need to plan. That is clearly in all our interests.
Chi Onwurah
But the Minister is not answering my questions, and I fear—if it is in order, I will put it in this way—that he may be unintentionally misleading the House: he said that the Google app and other apps give people the information necessary to plan and control their journeys. Google does not provide real-time bus information in the north-east. If the Minister is not aware of that, he needs to spend more time on the buses and less time answering questions without giving the facts.
Guy Opperman
Clearly, there is a five-year review that comes through in 2025, as the hon. Lady identified. All aspects will be considered. She mentioned the shortage of bus drivers. We have a plan to address that, and we are working on trying to get—
Chi Onwurah
I did not mention bus drivers once. I do not know whether the Minister is reading from a previous speech, but I did not mention a shortage of bus drivers. The debate is on real-time information in the north-east. Can the Minister possibility speak to that?
Guy Opperman
The hon. Lady criticised the fact that buses were not there at the appropriate time. There is a common problem: it is unquestionably the case that bus operators up and down the country have a driver shortage. If there was a full complement of drivers, they would be more able to fill the gaps that occur from time to time. Doing that requires more drivers, which is why there is a plan, with local jobcentres and skills bootcamps, to train them up and ensure that we have a full complement—without a shadow of a doubt. That would enable bus operators to provide more regular services and not have gaps, which unquestionably exist. Does that help in terms of real-time information? Clearly, gaps makes it difficult. I am acutely conscious that there are problems with the roll-out. The service was introduced only in the last couple of years, and it is being rolled forward and improved on a daily basis.
Let me address some of the other points raised by the hon. Lady. Franchising is a matter for the Labour party to pursue if it wishes to do so, but the evidence seems to show that it will lead to fewer services, not more. Clearly, the matter of how the Labour party is going to pay for that prospect is an interesting one. It is unquestionably the case that we want to see greater collaboration between the apps, and that it something that we are happy to do.
I am also happy to write to the hon. Lady to address any point in relation to the enforcement of the Public Service Vehicles (Accessible Information) Regulations 2023 by local bus companies. It is unquestionably the case that the regulations apply from, in the final instance, October 2026. They require the majority of local bus and coach service to incorporate audible and visible route, destination and upcoming stop announcements, which are particularly important for disabled people; we hope that they will be welcomed.
Finally, I stress that we have commissioned research to understand disabled people’s experience of bus services and the infrastructure serving them. That is important. I acknowledge and appreciate that there are ongoing problems, although they are being slowly but surely addressed by the change in the regulations and the rules. We want to ensure that all people in society have the opportunity to use a bus on a regular basis.
Question put and agreed to.
Victims of Road Traffic Offences: Criminal Justice System
Guy Opperman Excerpts(9 months, 4 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
Thank you very much indeed for your chairmanship, Ms Nokes. I congratulate my hon. Friend the Member for North Devon (Selaine Saxby) on securing this very important debate. Sometimes Parliament is knocked or decried for its lack of impact, but nobody could have listened to the debate and not realised that what is being raised is of real importance to individual Members of Parliament, on a cross-party basis, and the families who have been so affected.
Road safety matters to all of us. As we are all aware, the solutions are complex, but that does not mean that we should not try to grasp them or engage with them, or that we do not take debates of this nature very seriously indeed.
We are on a journey. I am a veteran of a 20-year legal career, having prosecuted many of these types of cases and defended some, and there was no victim impact statement when I started out. It just did not exist; the victim was never consulted in any way whatever. I have been a cyclist for the past 40 years, and there were no such thing as cycle lanes in days gone by. The hon. Member for Leeds North East (Fabian Hamilton) is entirely right that things are getting better, albeit we have a way to go.
Having just been with the fantastic people who work at Active Travel England, which is based in the constituency of the hon. Member for York Central (Rachael Maskell), and having cycled around the Roman and medieval streets of York with all their complexities, I fully understand that putting cycle infrastructure in such a town is very difficult. Active travel did not exist before, and it clearly has a way to go before it is as good as all Members would like it to be. We are all on this journey, and solutions will not be ticked by this Government or the next one straightaway, but there is an acknowledgement that we are all, on a cross-party basis, trying to improve the situation, and that is something we should get behind.
Before I get into the nuts and bolts of the debate, I put on record that colleagues are entirely right to state the impact that this issue has had on individual families, including that of Harry Webb, represented by my hon. Friend the Member for Brecon and Radnorshire (Fay Jones); the Saltern family, represented by my hon. Friend the Member for North Cornwall (Scott Mann); the Winterburn family, represented by the hon. Member for Leeds North East (Fabian Hamilton); and the Chapman family, represented by my right hon. Friend the Member for Aldridge-Brownhills (Wendy Morton). There is also the tragic case raised by my hon. Friend the Member for North West Norfolk (James Wild); the case specifically raised by the hon. Member for Merthyr Tydfil and Rhymney (Gerald Jones)—I will come to new clause 49 of the Criminal Justice Bill in a second—as well as the case of Sharlotte, raised by my hon. Friend the Member for Stoke-on-Trent North (Jonathan Gullis); and the Gayle family case, raised by my hon. Friend the Member for Wolverhampton North East (Jane Stevenson). Those families all have tragic and terrible stories to tell, and it is right that their representatives make the case for a better system. I take all the points on board. There is much being worked on by various Departments, which I will try to address in the limited time I have.
I represent the Department for Transport and have supported the all-party group; in fact, many years ago, I sat in this room while our colleague Lord Austin led a debate on these issues in this Chamber. This is clearly a cross-departmental matter, and we need to stress that the solution is cross-departmental. I give apologies from the Under-Secretary of State for the Home Department, my hon. Friend the Member for Newbury (Laura Farris), and the Minister for Crime, Policing and Fire, my right hon. Friend the Member for Croydon South (Chris Philp), who are debating the Criminal Justice Bill as we speak and addressing, for example, new clause 49, tabled by the hon. Member for Merthyr Tydfil and Rhymney, on the use of private roads and the impact of particular cases that arise. That is something to be discussed in the House, in the Public Bill Committee.
I should also point out that I bear scars myself. On 23 June 2019, I was the victim of a pretty serious road traffic accident. I broke my ankle and ruptured my knee ligaments when I was knocked off my bicycle by a car on a London street, also not in a designated lane. I still bear the scars, and my running days are definitely over as a result.
We want to foster an environment of safety. Great work is being done to pursue that. I agree with my hon. Friend the Member for North Devon that the word “accident” should no longer be used; indeed, the Department for Transport no longer uses it. The appropriate terms are “crashes” or “collisions”, and we encourage others to use them. My hon. Friend will understand that “accident” is the correct word in certain pieces of legislation, but the prevailing approach of various Departments is a difference and a change in words. I hope it is of benefit that my brief includes not just roads but road safety and active travel, as we try to bring those things together. I have certainly been fighting to address them.
In the time allowed, I will try to address the particular points raised. I will start with the issue of escalating penalties. Section 65 of the Sentencing Act 2020 provides a statutory aggravating factor, stating that:
“The court must treat as an aggravating factor each relevant previous conviction that it considers can be reasonably be so treated”.
Judges must therefore consider the appropriate level of any sentence uplift justified by that factor as part of considering the full circumstances of the case. I will come to the point made by my hon. Friend the Member for North West Norfolk, but the point is fairly made that these are relatively young pieces of legislation. The changes that the Government brought in to make sentencing take account of aggravating factors are still being worked through the criminal justice system.
Although I cannot speak specifically for the Lord Chancellor and the MOJ, it is unquestionable that, as cases take place, one can review guidance, take a second look at each situation, and see to what extent and how sufficiently the aggravating factors are being taken into account. That is not something that one can do straight away, but one can step back, take a proper review and look at that in a bit more detail. I will come to the increases in sentencing in a second, but first let me turn to the issue of compulsory retesting. I take the point that has been raised. Clearly, it is a cross-departmental issue, but there is, none the less, a mandatory retesting requirement on causing death by dangerous driving, dangerous driving and causing serious injury by dangerous driving. I accept, however, that the last update in the guidance was 2015, so it is something that the Department for Transport is considering. That is an ongoing process and, as Members will see when I come on to mention particular cases, there are many factors at play, ranging from insurance to consequential impacts on sentencing.
Let me turn now to increasing the maximum sentence for dangerous driving. As was outlined by my hon. Friend the Member for North West Norfolk, the sentence has been increased: the maximum penalty for dangerous driving while under the influence of drink or drugs went from 14 years to life. I accept that that was of little comfort to my hon. Friend the Member for Stoke-on-Trent North and his constituents, but, at the very least, the Government have listened and taken action. I take on board the criticisms of the sentences. It is a dangerous thing for Ministers to start criticising individual judges for the way in which they reach their decisions, so I will not get into that without being fully party to all the circumstances. None the less, as I think the Ministry of Justice will do, there is a legitimate case for reviewing the sentences and the totality that followed those particular cases and establishing proper guidance. That is what is done with other offences. That is what will be done in this case and I hope the affected families will feel assured to know that that process is in hand.
In respect of the exceptional hardship point, having prosecuted and defended a similar case, I know that it is up to the individual defendant to raise exceptional hardship; the presumption is not that one can bring that forward. The Sentencing Council’s explanatory guidance makes it absolutely clear that it is for the offender to prove that these circumstances exist and that they are, and must be, exceptional. If it is genuinely the case that the argument has been made that the exceptionality is not being implemented in the appropriate way, that is something for us to review. I take the assertions on board, but it is ultimately up to the sentencing court to genuinely take that into account. I stress very strongly that it cannot be that it is an inconvenience; it cannot be anything other than truly exceptional hardship. The loss of one’s driving licence does not constitute exceptional hardship in any way.
Let me turn now to the extraordinarily vexed issue of speeding. Any Welsh MP will know of the issues relating to the 20 mph situation and the complexities that that has brought, but at the same time, as I said in this Chamber barely a month ago, there is, in my respectful view, a consensus that 20 mph zones outside school are utterly accepted. There is no question of any of us going back on that—in fact there is massive encouragement. Frankly, those schools that do not have 20 mph zones need to take a long hard look at that, which might involve local councils and parish councils as well. Exceptional circumstances may apply in relation to the location, but, as a broad presumptive, this House is utterly committed to that in those circumstances. The blanket application of that, in my respectful opinion, is much more difficult to achieve, but, at the same time, just because a policy may be difficult to achieve does not mean that we cannot attempt to address it. The point is fairly made in the report and it needs to be made again here: the impact evaluation of the national speed awareness course, which was published in 2018, found that participation in that course was more effective at preventing speed reoffending than fines and penalty points. That is proper evidential data that we should take on board. I think that there is a widespread and strongly held view across the House that greater use of such courses is the way ahead and a much better approach than the simple approach that has been put forward.
I will briefly touch on new clause 49, proposed by the hon. Member for Merthyr Tydfil and Rhymney (Gerald Jones). I met him yesterday, having met him previously when he raised his constituent’s case at PMQs.
Guy Opperman
No, I will not. Sorry, I have only three minutes, and I have loads of points to address.
New clause 49 is a cross-departmental matter. Clearly, it will be debated, but complexities are involved in doing what the hon. Member for Merthyr Tydfil and Rhymney proposes for private land. Those range from military vehicles and the extent, to issues with insurance and the like, but I very much take on board the point that the hon. Member raised.
I entirely accept that police forces have differing approaches when it comes to the thorough investigation of serious collisions. Effort is being made by the chief constables to change that, and I would urge the Home Office to drive that forward. Without a shadow of a doubt, some police forces are better than others in relation to the issue of recognising crash victims as crime victims. It is clear that the victims code permits and, frankly, encourages victims of road traffic offences to seek the support that they require. The Ministry of Justice, which provides police and crime commissioners with annual grant funding to commission local, practical and therapeutic support for victims of all types, should apply that to individual crime victims who have suffered crashes or collisions.
I respectfully suggest that the Department for Transport is very keen on the expansion and understanding of the highway code. It has spent millions of pounds on that, whether through its Think! campaign, social media campaigns, factual awareness campaigns or other particular ongoing campaigns on radio, digital, video-on-demand and social media. We genuinely wish to push those campaigns.
I totally accept that this is a work in progress, and on a cross-departmental basis. I assure my hon. Friend the Member for North Devon and this House that we will meet the three key Departments to try to drive forward an integrated Government policy on all these matters. It is not for one Department to fix this; it should be done on a cross-departmental basis. I thank my hon. Friend for securing this debate and all my colleagues for bringing this matter forward.
International Maritime Law
Guy Opperman Excerpts(10 months, 1 week ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
My noble Friend, the Parliamentary Under Secretary of State for Transport (Lord Davies of Gower) has made the following ministerial statement:
I am making this statement to record updates to maritime legislation as a result of changes to international law. This fulfils a commitment made to Parliament to make such a statement. The legislative changes came into force on 1 January 2024.
Some domestic maritime secondary legislation includes ambulatory reference provisions to give direct effect in UK law to certain amendments to international obligations. This means that where the legislation refers to a provision of an international instrument, such as a requirement in a convention, this reference will be ambulatory, i.e. a reference to the most up to date version of that provision. This approach ensures so far as possible that the UK keeps up to date with its international maritime obligations.
Amendments to mandatory requirements in the International Convention for the Safety of Life at Sea, 1974 (“SOLAS”) took effect in UK law on 1 January 2024. SOLAS, a key maritime treaty, is frequently reviewed and amended by the Member States of the International Maritime Organization (IMO) to improve safety and to take account of new technologies. The technical provisions of SOLAS are usually amended to follow a four-year cycle of entry into force.
This statement summarises the amendments which affect five chapters of SOLAS. Full details of the amendments are available on the IMO website and guidance on all the changes being made will be available on www.gov.uk.
SOLAS Chapter II-1 relates to ship construction and makes mandatory the international code of safety for ships using gases or other low-flashpoint fuels (“the IGF Code”). The substantive changes to the IGF Code apply only to ships constructed on or after 1 January 2024. These include permitting a higher loading limit for liquefied gas fuel tanks, new requirements for fuel distribution outside of machinery space, improvements to the requirements for explosion relief systems for ships with piston type internal combustion engines, improvements to the requirements for fire protection for fuel storage hold space and a requirement for fuel preparation rooms with potential ignition sources to be provided with a fixed fire-extinguishing system. Other changes to the IGF Code include improvements to the method of calculating liquefied gas fuel tank locations, aimed at preventing explosions, amendment to the list of suitable pressure relief systems, and amendments to materials that can be used for the welding of metallic materials and non-destructive testing.
Amendments to SOLAS Chapter II-1 have also been made with respect to towing and mooring equipment, vessel stability, subdivision, watertight and weathertight integrity, and stability management. For towing and mooring, there are now more specific requirements for ships built from 1 January 2024 relating to the design of mooring arrangements, mooring equipment and fittings. Existing guidance on shipboard towing and mooring equipment has also been revised for ships built from 1 January 2007 and from 1 January 2024.
Chapter II-1 also contains technical regulations which set out complex requirements for vessel subdivision and stability. The IMO has developed explanatory notes for these requirements. A new provision has been included in SOLAS Chapter II-1 which aims to improve stability management by providing requirements for water level detectors specifically for multiple hold cargo ships, other than bulk carriers and tankers. Finally, there are editorial amendments to the requirements regarding the emergency source of electrical power in passenger ships and cargo ships.
SOLAS Chapter II-2 contains rules for fire protection, detection and prevention and makes mandatory the international code for Fire Safety Systems (“the FSS Code”). An amendment has been made to remove the need for costly isolators to be fitted to fire detector units with individually locating detectors on cargo ships and passenger ship cabin balconies. The wording of some of the requirements for inert gas fixed firefighting systems has also been amended.
SOLAS Chapter III makes provision for life-saving appliances and arrangements on ships and gives effect to the International Life-Saving Appliances Code (“the LSA Code”). The LSA Code has been amended to remove the requirement for lifeboats that have two independent propulsion systems, where the arrangement consists of two separate engines, shaft lines, fuel, tanks, piping systems and any other associated ancillaries, to carry oars. The requirement for oars continues to apply to all other lifeboats except free-fall lifeboats. The second amendment allows the launching and recovery of reserve rescue boats on certain types of lighter ships to be made by manual means, such as mechanical hand-operated winches, subject to minor qualifying criteria. The third amendment removes the requirement for free-fall lifeboats to be capable of being launched and towed when the ship is making headway at a speed of not more than 5 knots in calm water.
SOLAS Chapter III is also amended in relation to the survival craft embarkation and launching arrangements applicable to cargo ships of 20,000 gross tonnage and above. The amendment has the effect of applying the requirement to davit-launched lifeboats, rather than to all lifeboats.
SOLAS Chapter IV relates to radiocommunications. A comprehensive review of the Global Maritime Distress and Safety System (GMDSS) was undertaken in the IMO to modernise the GMDSS communications, remove obsolete requirements and to update guidance. SOLAS chapter IV has been revised, with consequential amendments to other SOLAS Chapters, to reflect the IMO’s findings and consolidate the requirements. There is a new obligation for two-way distress alerting radios to automatically include the position of the ship. In the case of malfunction of the source navigation receiver, the position and time of the position fix must be manually updated in the radio at least every four hours.
Chapter X of SOLAS gives effect to the high-speed craft codes, 1994 and 2000, which prescribe the standards for construction and operation of seagoing commercial high-speed craft such as hovercraft, catamarans and hydrofoils. The requirements for life-saving radiocommunication appliances have been moved within these codes as a consequence of the decision to move the life-saving radiocommunications requirements from SOLAS Chapter III (life-saving appliances) to SOLAS Chapter IV (radiocommunications).
[HCWS194]
Rural Transport
Guy Opperman Excerpts(10 months, 3 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
That was a tour de force, by any interpretation, from my gallant and hon. Friend the Member for North Herefordshire (Sir Bill Wiggin). It is a pleasure to respond on behalf of the Government on the vital issue of rural transport and to his thought-provoking speech this evening. I know his constituency well; I rode my first winner as a jockey there at Garnons point-to-point, back in the 1840s, and he understands that, as a Member for a rural constituency myself, I share his concerns and his desire to have better transport in rural areas.
It is a measure of the importance of this debate not only that my hon. Friend took a very considerable time to make his case, but that many parliamentary colleagues came in for an Adjournment debate in circumstances where there is much to answer. Rural transport is an issue that has been transformed by the Prime Minister’s decision to cancel the second leg of HS2 and attribute significantly larger amounts of funding, which I will go through, to transport infrastructure across the country, and in particular to support rural communities.
There is no doubt whatsoever that the points made by several hon. Friends are utterly right. As part of Network North, we have announced £8.3 billion of funding to fix potholes and maintain our roads. We have already commenced paying that money, and I will go through the Herefordshire funding, because it matters to see the transformation in funding that has taken place.
We should bear in mind that in 2008-09 and 2009-10 less than £10 million in funding was allocated to Herefordshire Council. That, in reality, has now doubled to £18.76 million this year, up 31%, by reason of the announcements that I will go through. There is the baseline funding of £14 million, on top of which there was an increase of £2.56 million as part of the 2023 budget. On top of that there was a further £106 million in additional funding as part of the Network North 11-year period of funding up to 2033-34. Finally, Herefordshire has already received the first instalment of £1.8 million, in December 2023.
I think I am achieving a parliamentary hat-trick by responding to the Adjournment debates on the second-to-last day of the winter term, on the last day of the winter term and on the first day of this term. I commenced with a robust No. 10 in my hon. Friend the Member for Stoke-on-Trent North (Jonathan Gullis) on 18 December, an interesting but genuine No. 11 on 19 December, and then an opening bat in the Graveney mould on the first day of this term.
The particular relevance of this is that the hon. Member for Tiverton and Honiton (Richard Foord) stated in this and previous debates that Devon was not getting any funding. He will be aware that it received in excess of £6.6 million over the next two years to combat potholes in his constituency, over and above the baseline funding and the 2023 budget. For context, in this year alone that equates to a 16.6% uplift in his county council’s pothole budget.
Mr Speaker
Order. One of us is going to sit down, and it will certainly not be me. Minister, it is a bit naughty to mention the Member while he is here but then not allow him to come back. You take him personally to task, which is not a problem, but then when he stands up you want to move on, which I think is a bit unfair. Minister, it is up to you.
Guy Opperman
Mr Speaker, with respect, I was going to allow the hon. Member for Tiverton and Honiton to intervene. I have a lot of Members to deal with and I was going to address pothole funding first, but I will of course allow him to respond.
Richard Foord
I am grateful to the Minister for giving way. I appreciate his point about the money being released to places such as Devon, but I speak to constituents who think that one reason why speed restrictions are being imposed on rural roads is because of potholes. That is clearly not the Government’s intention, so is this a form of speed restriction?
Guy Opperman
I refer the hon. Gentleman to the copious answer I made on those points on 19 December.
The reality of the situation is that, in addition to the Herefordshire funding, there is a further £4.7 billion for local authorities in the north and midlands through the new local integrated transport settlement, which will allow authorities to deliver a range of new transport schemes to help reduce congestion and upgrade junctions, as well as to invest in active travel and zero-emission buses.
My hon. Friend the Member for North Herefordshire specifically raised the Hereford bypass, which did not proceed under a previous local authority. I am happy to meet him and the present local authority, because clearly there are opportunities through the local integrated transport settlement, and other forms of funding, for local authorities to bring forward proposals in relation to potential bypasses. It is for the county council to make that case, and I look forward to hearing from it.
As the House has debated in detail tonight, buses have a key role to play in improving connectivity and supporting rural areas to develop and grow the economy. That is why the Government have invested so heavily in buses over the past few years. Following the introduction of the national bus strategy, the Government are providing over £1 billion of support to help local authorities to deliver their bus service improvement plans, and this support will remain in place until at least April 2025. It is up to local authorities to determine how this bus funding should be spent, including by assessing the needs of local communities.
In addition, Herefordshire, like many rural areas of the north and midlands, will benefit from hundreds of millions of pounds that the Government have allocated from the HS2 moneys, through Network North, to help level up bus services. That includes £1.9 million of bus service improvement plan funding, and it will receive further money through Network North funding.
As part of our regular funding, we also support buses through the bus service operators grant, which is worth over £259 million a year to bus and community transport operators. My hon. Friend spoke about particular bus services, and the demand-responsive services mentioned by my right hon. Friend the Member for Ludlow (Philip Dunne) are a good example. I totally agree, and I strongly believe that it is up to local authorities to drive forward successful operators.
I am aware of the Border Rambler and Fellrunner bus services mentioned by my hon. Friend the Member for Penrith and The Border (Dr Hudson). And my hon. Friend the Member for Sedgefield (Paul Howell) rightly made the case that it is up to his local authority to ensure that bus services, particularly in the southern part of his constituency, are made available to his constituents.
I deprecate those individual providers that have not taken up the £2 bus fare, which is a key change we have made. With great respect, the introduction of the £2 bus fare has been transformational in my Northumberland community and across the country. I am delighted that, following the launch of Network North, the £2 bus fare will continue to run for a considerable time.
We know that rural bus fares can be expensive, for obvious reasons. Before the introduction of the £2 cap, many users of rural bus services found themselves having to pay more than £5 a trip. I am particularly pleased that we have extended the cap, which clearly supports local communities and local economies by making travel to employment, health and leisure services in our beautiful rural regions more affordable and more accessible. On a local level, it has been utterly transformational in places such as Haltwhistle in Northumberland.
I share the disappointment that some bus operators, including some in Herefordshire, have not signed up to the £2 bus fare, and I would urge them to do so. Over £600 million has been made available for the scheme to reduce the cost of bus travel. Although participation is voluntary, the Department for Transport has encouraged as many operators as possible across the whole region to continue to participate.
The hon. Member for Strangford (Jim Shannon) made a similar point in respect of his rural community, which I know very well, having been to Newtownards and around his parts and having lived in Northern Ireland, just outside Moy, for the best part of a year. I accept his point, which he makes as eloquently as ever—it would not be a proper Adjournment debate without his outstanding contribution.
My hon. Friend the Member for Aberconwy (Robin Millar) rightly made the point that the Welsh Government have got themselves into a bizarre situation. The petition against the 20 mph limit, which is clearly an attack on drivers, is probably the most successful petition in the history of this country on any particular issue. I fear that the Welsh Government will rue the day that they went down that particular route on something so extremely unpopular.
On speed limits, my hon. Friend the Member for North Herefordshire raised the issue of the M50 and whether there is the potential to introduce a change of speed limit. I accept that he makes the point for an increase. The point I would make to him is that it is a matter for him, and more particularly his local authority, to sit down and discuss that with National Highways, which governs the strategic network, and then set speed limits on individual roads. They have the local knowledge and are best placed to do so, but it is for the local authority to drive that forward with National Highways in the first instance.
Sir Bill Wiggin
I am sorry to interrupt the Minister’s excellent speech, but the motorway does not seem to be a local authority issue because it will travel through a great number of local authority areas. Is there anything the Government can do to assist that discussion, because he knows very well that most public servants, of all sorts, are risk averse?
Guy Opperman
I do not think it is for me to comment on the nature of public servants and their willingness to embrace risk or otherwise, whether on a motorway or off a motorway, at speed or not at speed. What I would say is this: all major roads are part of the strategic road network run by National Highways. However, local authorities—there are not many that cover the M50; I think it is just Herefordshire and Worcestershire—
Guy Opperman
And Gloucestershire. Local authorities can come together and sit down with National Highways and potentially drive forward change if that is what they wish to do, but it starts, fundamentally, with the local authorities.
My hon. Friend rightly raised, and has been an ardent campaigner for, rail station accessibility. I know, because I have discussed it with him, that he has made a considerable effort over many years to make Ledbury station much more accessible. That point has been heard very loudly and very clearly. He met my boss, the Secretary of State for Transport, and made that point to him in October. He will be aware—I am not the Minister in charge of disabled access to trains, but I will go away and try to get detail on this point—that the Access for All budget is presently being considered. The bids are in and considerations are being made. Ledbury is one. He is right to make the point that, slowly but surely across the country, we are upgrading and improving railway stations. We are going as fast as we possibly can. We would like to go faster and we would like to include Ledbury. I promise him that it is on the list to be addressed and I totally accept his point.
Guy Opperman
I wondered when the issue of restoring a railway would feature in tonight’s debate, and I was not disappointed. As my hon. Friend the Member for Blyth Valley (Ian Levy) made clear, we have the amazing example of the best line in the country: the Northumberland line. It is seeing multiple stations being restored as we take a massive step forward in restoring transport connectivity in Northumberland.
I have campaigned on Gilsland for only 14 years; in Herefordshire, there is Pontrilas and there are other stations—whether they were killed by Dr Beeching or others down the years—that are sought as an opportunity for a reopening of our railway infrastructure. As we have seen with the Waverley line in Scotland, there is a definite desire for such railways to be reinvigorated and for new stations to return. Without a shadow of a doubt, I will personally take the issue up with the trains Minister.
Question put and agreed to.
Transport Infrastructure: Cullompton
Guy Opperman Excerpts(11 months, 1 week ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
I thank both the hon. Member for Tiverton and Honiton (Richard Foord) and my hon. Friend the Member for East Devon (Simon Jupp) for their contributions to this debate on transport infrastructure in Cullompton. It is an honour and a privilege to address this issue on behalf of the Department for Transport. I have a sense of déjà vu all over again, as I responded to yesterday’s Adjournment debate—and I will be responding to the first Adjournment debate in the new year on Monday 8 January.
As the hon. Member for Tiverton and Honiton eloquently said, it is important to stress that transport infrastructure matters to everybody. I assure the House that I will not be using my full two hours and three minutes either, but, much as you did, Mr Deputy Speaker, I start by wishing everybody in the Chamber, all parliamentary staff, the Department for Transport team, those working in transport over the holiday period and my private office team of Juliette, Tessa, Aleena, Beth, Laura, Jack and Tom a happy Christmas.
As the last Minister to address the House in 2023, I want to say that democracy requires work and sacrifice. Our thanks, in particular, go to His Majesty’s constabulary, who keep us safe. We wish them a happy Christmas. We remember, sadly, the loss of PC Keith Palmer, who was killed in March 2017, and we understand very clearly that these men and women keep us and democracy safe. That should not be forgotten in any way.
As a Transport Minister, it is not for me to comment on the quality of councils’ bids to the levelling-up fund and the Department for Levelling Up, Housing and Communities, but I will attempt to address the points that relate to this debate. I will try my hardest to address the widespread gentle criticism that there has not been investment in the south-west, and in Devon in particular. I will address Cullompton, but it would be remiss of me not to highlight the important work the Government are doing to improve journeys right across the south-west, and particularly in Devon.
Clearly, we remain committed to a long-term, multi-road programme of investment to improve road links to the region. By 2025, we will have completed a 3-mile upgrade between Sparkford and Ilchester. A combination of Government and local funding has enabled the delivery of £5.7 million of support for the Tiverton eastern urban extension, providing access to a site of more than 1,500 dwellings and associated employment. Additional transport infrastructure has been delivered at junction 27 of the M5 and at the A30 Honiton junction. The A361 north Devon link road scheme, which passes through the hon. Gentleman’s constituency, will also provide benefits to the area by improving connectivity to northern Devon. The £60 million provided by the Government will see full delivery of the scheme in 2024. Obviously, those projects will deliver significant benefits for the travelling public, but they will also boost the wider economy and support wider plans for growth.
The hon. Gentleman raised the issue of rail. Clearly, we have unlocked further prosperity for the region. That includes more than £50 million for the Dartmoor line, which has provided hourly services between Okehampton and Exeter since reopening in 2021. It is the first restoring your railway scheme to be delivered, and local people have enjoyed rail access to employment, education and leisure opportunities for the first time in almost 50 years.
The Secretary of State opened the new accessible station at Marsh Barton in Devon earlier this year, which came about with the help of £3.5 million of new stations funding. That is another great example of a locally led but nationally supported rail project, and one that clearly gives an economic boost to not only Devon, but the wider region. The Government have also invested more than £150 million to make the vital coastal rail link through Dawlish more resilient, helping to deliver the reliable service that communities deserve.
As part of Network North, we have made funding available for the final phase of the south-west rail resilience programme. The hon. Gentleman mentioned Network North, and Devon will receive more than £208 million through the roads resurfacing fund over the next 11 years, including an additional £6.66 million for the next two years, to combat potholes, which cause misery for drivers. For context, in this year alone that equates to a 16.6% uplift to the county council’s 2023 pothole budget.
I could go on about that in more detail, but I will move on to buses. Clearly, the £2 bus fare that the Government have rolled out across the country is exceptionally popular, and the bus fare cap has been extended until the end of December 2024. The national bus strategy asked that all English local transport authorities outside London publish a bus service improvement plan, setting out local visions for the future of bus services, driven by what passengers and would-be passengers want. That is backed by more than £1 billion of funding and the investment can be used to support and protect existing bus services that would otherwise be at risk. To support Devon County Council, we have allocated £17.4 million to deliver its BSIP, which will support service improvements such as increased frequency between Cullompton and Tiverton Parkway, a new service from Cullompton to Honiton railway station, and improvements to services 4 and 380.
In addition, we have provided support for active travel, with investment for drivers and public transport users being assisted by local cycling and walking infrastructure plans—LCWIPs. They allow local authorities to take a long-term approach when developing cycling and walking networks, helping to identify improvements that can be made over a 10-year period. Devon County Council is developing its Cullompton and Tiverton LCWIP. Obviously, we await the plan for consideration. That joint project with Mid Devon District Council focuses on a core area of Cullompton and considers strategic links south to Killerton and north-west to Willand, Tiverton Parkway and Tiverton. As I understand it, a consultation will be held shortly to seek the community’s views on the proposed plans. Identifying improvements through an LCWIP will support Devon County Council to include Cullompton within its pipeline of schemes for future funding rounds and to build on the £7 million-worth of funding the council has been awarded in recent years to both develop active travel and promote its use.
On multi-modal projects, for transport infrastructure to make a real difference to people who choose to live, work and do business in the south-west, we cannot operate in silos. We therefore take a holistic approach to connectivity. Clearly, my hon. Friend the Member for East Devon will be aware of the £15.7 million Destination Exmouth levelling-up scheme that delivers benefits for drivers, cyclists, pedestrians and public transport users alike. The West Devon transport hub has also received funding from a levelling-up fund scheme.
The hon. Gentleman raised specific matters relating to Cullompton. I accept entirely that the town has grown. I know the area well, as I represented individuals in a case at Taunton Crown court back in the distant dark ages before the turn of the century and spent some time there. I accept entirely that it has grown considerably and that there are plans to grow it more. It has developed into a commuter town, particularly to Exeter, and with its close proximity to the M5, I accept that there is high dependency on travel by car. However, it is also connected to Exeter by a bus service every 20 minutes, the frequency of which, I understand, will be increased to every 15 minutes in 2024.
The Government have a history of investing in the area. When the hon. Gentleman’s predecessor, who he rightly lauded as a strong constituency MP, was championing Tiverton and Honiton, a £1.8 million funding package between 2013 and 2016 delivered improvements to junction 28 of the M5, which included widening and signal upgrading. I am also aware that a project is being undertaken by Devon County Council to enhance the look and feel of the heritage town centre, including some minor transport-related improvements, which is on track to be completed in 2024.
The hon. Gentleman raised the issue of the Cullompton relief road. With respect, it is not for the Government to do the job of the local council in the making of such an application. The Government are not the local planning authority in respect of any particular garden village. The council needs to make the case and plan the infrastructure. I cannot comment on the nature of the levelling-up bid or its ongoing progress, but clearly there is work being done on junction 28. Some £900,000 has been secured from Homes England to support the development of a strategic outline business case.
Although I am not the Rail Minister, I will address the issue of rail, which the hon. Gentleman raised. As I understand it, the railway station closed in 1964 and the town will be potentially seven times the size it was then in the next couple of decades. Through Network North—the Government’s decision to cancel parts of the HS2 project and redistribute funds across the country—I was delighted that £5 million was secured to reopen the station. Fast trains to London and Exeter will unlock great opportunities for the community, and I look forward to seeing the station in operation as early as 2025.
The hon. Gentleman made many other points. With respect, I cannot answer for the Department for Levelling Up, Housing and Communities, but he seeks support for various other matters. I would only make the point that it is for him and his local council to make the case for the infrastructure that he seeks and to put that in an appropriate form, so that any funding can follow. I am not aware that he sought any specific meetings with my predecessor, but I am happy to take away the points he raised today.
It is right and proper that the hon. Gentleman raises issues that matter to his local community on its behalf. I reassure the House that the Government are continuing to provide record levels of investment for road, rail, buses and active travel projects. It is our mission to level up transport infrastructure and to unlock further growth for all corners of the UK, and I thank him for bringing this matter to the House.
Mr Deputy Speaker (Mr Nigel Evans)
For the last time in 2023, I will put the Question.
Question put and agreed to.
Highways Maintenance and Integrated Transport Funding
Guy Opperman Excerpts(11 months, 1 week ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
I congratulate my hon. Friend the Member for Stoke-on-Trent North (Jonathan Gullis) on securing the debate and on enlightening the House so much, as he always does, about his amazing community—I know it well, as I visit it frequently. He is genuinely transformational in his representation of it. It is rare in an Adjournment debate to be enlightened by the words and actions of Josiah Wedgwood, the origins of the word “pothole”, a limerick or lyric to describe how they drive the community potty in the Potteries, and so much more. Reference was made to the amazing Tunstall Team, as I shall now call them, who have transformed action in the local community. I pay credit to all the team who are doing great work in bringing forward action on the local roads.
This is an important topic and there should be no doubt whatsoever that we in Government take it very seriously. My hon. Friend rightly raises the condition of local roads, which up and down the country are a matter of great importance for motorists and local communities.
Richard Foord (Tiverton and Honiton) (LD)
One area where potholes are at the forefront of people’s minds is Devon, where we have an 8,000-mile road network—as long as Iceland’s, and twice the length of Rwanda’s. In rural areas such as Devon, the roads are also affected by, for instance, agricultural vehicles, which place greater strains on them than are placed on urban roads.
Guy Opperman
I believe that the community that I represent in rural Northumberland is the second biggest in the country. It takes me the best part of two hours to drive across it. I am extremely familiar with the impact of the farming community, and I am well aware of the consequences of forestry lorries in my own patch in Hexham. However, I would say gently to the hon. Gentleman that the Government recently gave a 30% uplift to Devon County Council. It also gave an uplift to Stoke-on-Trent City Council, which I will discuss shortly in rather more detail. While the hon. Gentleman has made the fair point that there is much to be done to upgrade the road network, it is unquestionably the case that there has been a massive and utterly unprecedented increase in funding for local authorities up and down the country.
That derives, of course, from the Prime Minister’s October announcement about Network North and the plan for drivers, which make it clear that this Government are firmly on the side of the motorist, and also firmly on the side of those who wish to improve our road network. Even before the Network North announcement, the Government were already allocating more than £5.5 billion to local councils in England over the current Parliament to enable them to maintain their roads. On 4 October, however, the Prime Minister confirmed £8.3 billion of extra funding for highways maintenance for the next 11 years, following the challenging but necessary decision to scrap the northern leg of HS2. This unprecedented funding increase will be additional to what local authorities were expecting to receive over the period in question. It will enable an unprecedented transformation in the condition of our highways, and will help to tackle the scourge of potholes.
Local authorities in the midlands and the north that are not part of mayoral combined authority areas will also receive their share of the brand-new local integrated transport settlement fund that was announced as part of Network North. We believe that local communities know best what transport solutions work in their areas, and the LITS fund will empower local authorities to fund the local transport infrastructure that their areas need. That could include upgrading road junctions, upgrading pavements, reducing congestion, and helping buses to run more reliably. The money could also be spent on additional highway maintenance activities, over and above those already funded through the Department’s highways maintenance block, if that is a local priority—and my hon. Friend the Member for Stoke-on-Trent North has made it very clear that as far as he is concerned, it is a local priority. The Department hopes to publish the LITS allocations for individual local transport authorities shortly—that is, in the next couple of months.
In keeping with the Prime Minister’s commitment, all funding previously allocated to the north and the midlands will still be allocated there, which I am sure my hon. Friend will welcome. Of the £8.3 billion, £150 million is being made available in the current financial year to allow authorities to make an immediate start on resurfacing their roads. The Department made the first payments—this is apposite in the context of the debate—on 1 December, and it will give them their share of an additional £150 million again in 2024-25.
Let me now turn to what this means for local highway authorities in the constituency of my hon. Friend the Member for Stoke-on-Trent North. Stoke-on-Trent City Council received an extra £378,000 this month as its share of the Network North uplift, on top of the earlier increase of £528,000 that it received as part of the £200 million uplift announced in the 2023 Budget. That means that, overall, Stoke-on-Trent will receive 30% more road repair funding than it received last year, which is a massive step forward. This is, we believe, a real and tangible benefit that the people of Stoke-on-Trent will see for themselves, and a great testament to the work of my hon. Friend and his Stoke-on-Trent colleagues in advocating more road investment.
That share of the uplift is very good news for my hon. Friend’s constituents. All this takes Stoke-on-Trent’s total highway maintenance funding from the Department to more than £3.8 million in the current financial year, on top of about £1.6 million of integrated transport block funding. Over the full 11 years of Network North funding—as my hon. Friend knows, it is provided for a period on a continuous basis—Stoke-on-Trent will receive an additional amount of more than £22 million.
I note that some of my hon. Friend’s constituency falls in Staffordshire, and I take on board the point raised by my good friend the hon. Member for Strangford (Jim Shannon). Some support will also go to Staffordshire County Council, amounting to an uplift of more than £3 million this month, on top of the increase of £4.5 million that it received after the 2023 Budget. Over the full 11 years of Network North funding, Staffordshire will receive over £186 million of additional funding. This long-term certainty gives time for local authorities and their supply chains to ramp up and then deliver their programmes of work. The funding is much more than the local highway authorities were expecting and represents an increase of around two thirds in the Department’s support for local highway maintenance. We want to ensure that the funding delivers a transformational improvement in the condition of local roads.
With so much extra funding, there also needs to be greater scrutiny of how the money is spent. We will therefore require all local authorities to publish by March 2024 a summary of the additional resurfacing work that they will deliver with the new funding over the next two years. They will thereafter publish quarterly reports summarising what additional work they have done and which roads have been resurfaced, and then publish a long-term plan for the full use of their 11-year funding and the transformation it will deliver.
My hon. Friend raised the issue of ringfencing and I want to try to address that. Clearly this is an important point about the way in which funding is provided to local authorities. I know that some would prefer capital funding for local councils to be ringfenced, and I have some sympathy with that argument, but the funding is not strictly speaking ringfenced in law. What happens is that, in providing it, the Department makes it clear to all local authorities that it expects every penny to be spent on highway maintenance activities. If there is any evidence that it is not, the Department makes it clear that it reserves the right to reduce future grant payments to the authority.
Those new reporting requirements that we are imposing as part of Network North will also allow the public as well as Members of this House to hold their local authorities to account to ensure that we have proper use of the funding. We want to introduce proper, democratic accountability for taxpayer-funded repairs to roads and upgrades to potholes, so that there is proper accountability and we can ensure that this funding is being spent properly.
My hon. Friend also made an important point about the way in which the current funding formula works. He argued that it should take account of traffic volumes as well as road lengths, to reflect the fact that urban roads generally carry more traffic and therefore need more maintenance than lightly trafficked rural roads. I accept that this is a potential argument and it is one that he makes with great eloquence, although others have pushed back and, representing a highly rural community with thousands of miles of roads, I fully understand the alternative argument.
The funding formula methodology was created following a public consultation in 2014. Traffic volumes and different types of traffic certainly contribute to road wear and tear, but there are other factors, such as the weather, that can cause roads to deteriorate. The Department has no immediate plans to change the formula, and we would not do so without consultation with local authorities. That would unquestionably be required. Any change would result in winners and losers across the country, which would without a shadow of a doubt be a matter of concern to many Members of the House and to individual local authorities. The most important thing the Department can do is to increase the overall funding amount to benefit all local highway authorities, and this is what we have announced with the Network North plan. Obviously, as always in this House, we take on board the comments made by my hon. Friend, and this is part of the ongoing debate and consideration, but I stress that it is not our intention to proceed down that route at the moment.
My hon. Friend raised specific roads—I think Gloucester Road was one that he mentioned—and I take those points on board. Clearly, good-quality roads are essential, upgrade is important and the good maintenance of the roads is vital. We are working with local highway authorities in England and National Highways to assess the condition of road surfaces, but we are also working with the British Standards Institute and the Transport Research Laboratory to develop a new standard for assessing road condition which will help councils to deal with road defects more effectively.
We are also encouraging the use of new technologies into the market, one of which is the famous Pothole Pro that my hon. Friend mentioned, which was developed in his area. It is a genuinely innovative way ahead for dealing with this, and I greatly look forward to getting involved with it. I am trying to persuade the Department to find me the appropriate bit of machinery that I will then drive to address his particular problem. There are some health and safety issues that I have to overcome, but he will understand that it is a mission with which I am shortly to engage.
We want to reduce the time that drivers lose, and the stress that they experience, due to roadworks. We are also making it quicker and easier for local councils to establish lane rental schemes, and we are consulting on requiring local authorities with such schemes to use at least half of any surplus funds on pothole repairs. We are also helping councils to find innovative ways to look after their roads through the £30 million Live Labs programme run by the Association of Directors of Environment, Economy, Planning and Transport, which will try new, environmentally friendly ways of managing and maintaining local roads in various parts of the country.
Through Live Labs, we are testing a wide range of different highways materials to support the move towards net zero carbon for local roads and infrastructure. My hon. Friend will be aware of the plan for drivers, which the Government announced in the autumn. We are not only trying to support motorists in a variety of individual ways, as set out in the plan, but we are using taxpayers’ money to support local authorities with record increases in funding. There has never been such funding.
The Government are putting in place transformational new funding to maintain the local road network over the next 11 years, with significant uplifts from the present basis. We are firmly on the side of the motorist, and I welcome my hon. Friend’s comments.
Question put and agreed to.
Oral Answers to Questions
Guy Opperman Excerpts(11 months, 2 weeks ago)
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Ian Levy (Blyth Valley) (Con)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
Aside from the £1 billion investment in Network North, my hon. Friend will be aware that the single biggest connectivity project in his community is the Northumberland line, a groundbreaking railway line that will connect Blyth and the surrounding cities to Newcastle.
Ian Levy
I am delighted consultation has now taken place regarding a relief road for Blyth, which is badly needed. As a result of the proposed plans, which could see the closure of an existing road and the rerouting of residents along a new road, many residents of Cramlington could see their journey times increase. Keeping the existing road open would address that, as well as save money. Will my hon. Friend agree to look at that again and see whether it could be achieved?
Guy Opperman
I am very happy to meet my hon. Friend and Northumberland County Council, post the consultation.
Mr Clive Betts (Sheffield South East) (Lab)
Ten years ago, David Higgins, the then chair of HS2, said that connectivity between Sheffield and Manchester was worse than between any other major cities in Europe. Since then, Sheffield’s connection with Manchester airport has been scrapped. We had a review of a tunnel under the Pennines. That tunnel got shorter and shorter until it finally disappeared altogether. Can the Minister say in what way—if any, because I do not think there have been any—transport links between Sheffield and Manchester have improved while this Government have been in power?
Guy Opperman
As the hon. Gentleman knows, a substantial amount of electrification is taking place. He will also be aware of the city regional sustainable settlement, which will provide significant investment in the north.
Margaret Beckett (Derby South) (Lab)
Navendu Mishra (Stockport) (Lab)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
Nationally, we have substantially reduced fuel duty. Locally, I hope that the hon. Member will welcome the £33 million investment with his local council into the A34, which will help his local residents.
Navendu Mishra
Labour has revealed that the Government’s delay to the phase-out date for the sale of petrol and diesel cars to 2035 is set to cost drivers £13 billion in higher fuel costs. On top of that, petrol prices have already soared and car insurance costs have gone up by an eye-watering 50% in just a year. Where is the Government’s plan to tackle the rip-off prices facing drivers?
Guy Opperman
I suggest that the hon. Member reads at speed the plan for drivers, and goes back into history and remembers Gordon Brown’s fuel duty escalator. Perhaps his constituents do not remember the 6% increase that was introduced by the Labour Government, but my constituents definitely do.
Rob Butler (Aylesbury) (Con)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
I am disappointed to hear that news from Aylesbury. I would be delighted to meet my hon. Friend and to invite the bus company in to explain why it is not taking up the Government’s generous offer.
Wendy Chamberlain (North East Fife) (LD)
Liz Twist (Blaydon) (Lab)
Of the 4,000 zero-emission buses promised in the national bus strategy, only 660 have been funded outside London and half of those have gone to overseas manufacturers. What are the Government doing to help UK manufacturers develop competitive zero-emission buses capable of longer distance journeys?
Guy Opperman
I was delighted to meet and engage with many of the different manufacturers from the UK only two weeks ago. I look forward to discussing the matter with them in more detail.
Elliot Colburn (Carshalton and Wallington) (Con)
Nickie Aiken (Cities of London and Westminster) (Con)
The Under-Secretary of State for Transport, my hon. Friend the Member for Hexham (Guy Opperman) saw for himself on Sunday night the scourge of pedicabs in the west end. With the Pedicabs (London) Bill having reached Report stage in the Lords, can he update the House on when we can expect it to be presented in this place?
Grahame Morris (Easington) (Lab)
One train per hour stops on the Durham coastline, usually with two carriages. This severely limits access to economic opportunities in Sunderland, Newcastle and Middlesbrough. Recently, Northern Rail confirmed a new two-hourly service, but my constituents will only be able to wave at it as it goes by, because the plan is that it will not stop at the stations at Seaham and Horden. Can the Rail Minister please use his influence with Northern to see whether he can get those trains to stop?
Road Humps and 20 mph Speed Limits
Guy Opperman Excerpts(11 months, 3 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
How is this relevant to the debate?
Bill Esterson
I am very glad that the Minister asked me that, because I am about to make exactly that point. Combined, those changes would save drivers hundreds of pounds a year in lower insurance costs and cut journey times by reducing traffic on our roads. What a contrast that is with what the Conservative party offered at its conference, where, instead of taking steps to support drivers through the cost of living crisis, the Prime Minister was reduced to parroting bizarre conspiracy theories about so-called 15-minute cities. It is increasingly clear that he has nothing left in the tank. With the Conservative party becoming more and more detached from reality, it is clear that only Labour can be trusted to focus on the real concerns of drivers.
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
It is a pleasure to serve under your chairmanship, Mr Robertson. I congratulate my right hon. Friend the Member for Chingford and Woodford Green (Sir Iain Duncan Smith) on securing the debate and all colleagues on a constructive, positive and engaging cross-party debate. Politics aside, that was sadly missed in a speech in which 95% was written by a very enthusiastic staffer and about 5% was on the subject matter of the debate.
Guy Opperman
I will come to the hon. Gentleman in a second, but I want to start with a few key points.
Clearly, road safety is a priority for us all. It is a priority for Government, Opposition, all political parties and all local authorities. Clearly, all road deaths are tragedies for all affected, and injuries can cause suffering, economic loss and life-changing misfortune. My right hon. Friend the Member for Chingford and Woodford Green was entirely right to mention the individual circumstances of his local constituents, whether that was Mr and Mrs Thorne, Mr Gilbert, Mrs Gauld, Mr Mckinley or Mr Thackeray. Their upsets and concerns are legitimately raised and rightly brought forward, as are those of the constituents of other Members.
I should declare that 23 years ago, a young, much thinner barrister was asked to do a rather important case in the Court of Appeal: the case of Marina Vine v. London Borough of Waltham Forest. I was the retained counsel—that thinner barrister—on behalf of the Automobile Association. I was lucky enough to change the law in respect of wheel clamping and the actions of individuals, particularly in the London Borough of Waltham Forest, which was the test case of the time that subsequently changed the law in this country. This debate therefore brought back great memories of individual people facing problems from local councils that had not necessarily undertaken the right degree of consultation, because in that case, the lovely Mrs Marina Vine, who had had to stop because she was recovering from a cancer operation, was unfairly clamped.
I was also a criminal prosecutor who prosecuted many death by dangerous driving cases, and I fully understand the consequences of all aspects of road safety in difficult circumstances. Like other constituency Members, I have residents who would be very upset if I did not mention their concerns about speeding in Heddon-on-the-Wall, Henshaw and other places. My first campaign as a candidate, let alone as the Member of Parliament, was to bring in a 20 mph zone outside Queen Elizabeth High School, whose students I welcomed from Hexham today.
I think we all agree that 20 mph zones, particularly in the right place, at the right time and with the right consultation, are a good thing. The obvious example, which we can all get behind, is near schools. I do not think a single Member or council struggles to bring in such changes, which are surely a fantastically good thing, but the key issue is having the right restrictions in the right place and at the right time.
Let me set out the national picture and the local picture in a little detail, before coming to the individual points raised. Clearly, central Government’s role is to set the enabling legislative framework, set national policy objectives, provide good practice guidance—I will come to that point in a second—and then provide funding. Central Government have no remit to intervene in the day-to-day running of local roads. Local traffic authorities are responsible for managing roads and traffic in their areas. They have a high degree of autonomy in how they do so, with powers granted to them through enabling legislation, but legislation also places a duty on them to manage roads safely and efficiently for the benefit of all their communities, whether that means local residents, drivers, or people cycling and walking.
I think it is accepted that traffic calming measures, including road humps, can play an important role in improving road safety. They must meet the requirements in the Highways (Road Humps) Regulations 1999, which set out minimum and maximum dimensions. There are also requirements for signing and lighting. There are statutory requirements for local authorities to consult on proposals for new road humps. It is for local authorities to ensure that any measures they install comply with legislation and that due process is followed.
There is no specific requirement for a minimum distance to be maintained between road humps and private dwellings. However, during the development of the road hump designs, the Transport Research Laboratory carried out some research into road humps and vibration. That looked at the vibration generated by traffic travelling over humps and led to advice on predicted minimum distances between road humps and dwellings in order to avoid the possibility of vibration exposure. This is reflected in the guidance in “Local Transport Note 1/07”.
My right hon. Friend the Member for Chingford and Woodford Green made a very fair and compelling point. I am certainly going to ask the Department for Transport—working with the Transport Research Laboratory—to do a fresh review and further research, given that it is patently obvious that the evidence basis on this is decades old and the world has moved on considerably. That does not predetermine anything in any particular way, but at the same time, what is surely self-evident from this debate is that we need a more updated attempt to understand the situation. I entirely accept my right hon. Friend’s point that—without being too trite about it—there are road humps and there are road humps, and local communities are affected in different ways.
If ever we needed an example of where local consent is key, then, with great respect, the example in Wales is fantastic. That started as a positive attempt to influence certain things, but it cannot be a good situation when approximately one in three or one in four of the population are rising up to oppose a particular change. That would imply to anyone—and to all of us who have held elected office at a local level—that the pitch has not been rolled and consent has not been established.
The hon. Member for Bootle (Peter Dowd)—he knows, to his regret, that he is a friend of mine—has great experience, and not only as a local councillor with regard to highways. If we do not have local consent for the changes we are bringing in, whether that is through the entirety of Wales or in a local community or street, we will always struggle with acceptance and democratic accountability. The issue will become a political football, which is not what we want. Surely we want to avoid that.
I endorse the comments made by my right hon. Friend the Member for Preseli Pembrokeshire (Stephen Crabb) and my hon. Friend the Member for Aberconwy (Robin Millar) that there must be proper consultation and subsequent enforcement if an individual or council is going to introduce these changes. The hon. Member for Strangford (Jim Shannon) used his amazing abilities to bring Northern Ireland matters into this debate. I can tell the House that I have visited Newtownards not once, but twice, and have experienced the speed bumps he referred to in his speech. Notwithstanding the fact that I have no influence or ability whatever to change them, his point is fairly made and stands on the record. As always, it is a joy to have him in these debates.
Much of what the hon. Member for Sefton Central (Bill Esterson) said did not have to do with this debate. He raised the issue of road repairs; £8.3 billion has been given to local authorities for that. That is a record sum, over and above the previous sum for road repairs and potholes, and I sincerely hope local authorities will be held to account for its use. The hon. Member mentioned many different MPs, and I sincerely hope he gave notice to them. He certainly did not give notice to my hon. Friend the Member for Warrington South (Andy Carter), my Parliamentary Private Secretary, who has asked me to point out that the low-traffic neighbourhood in the Westy area of Latchford has since been removed by Labour-run Warrington Borough Council. It was not supported locally, nor was it supported by my hon. Friend, because it increased congestion and emissions. Again, my hon. Friend was not given notice.
The situation in respect of—
Mr Laurence Robertson (in the Chair)
Order. The Minister is not giving way.
Bill Esterson
On a point of order, Mr Robertson. I seek your guidance. I have been accused of something by the Minister and not been given a chance to respond. How might I go about setting the record straight?
Guy Opperman
Moving on, in respect of the situation in Wales, the hon. Member for Sefton Central appeared to say, “We do not endorse the approach in Wales”, but paused at the end of that.
I will make a couple of final points. My hon. Friend the Member for Meon Valley (Mrs Drummond) is right to make the case for campaigns for cameras. I say with great respect, as the Minister for drivers, for walking and cycling, and for road safety, that it is not just a question of road humps or speeding drivers. There are cameras and other ways to slow traffic down. I endorse my hon. Friend’s approach. There has to be an alternative way forward, working with the police to ensure that we look at this properly. I will take on board her point about acoustic cameras and will do some more research.
On enforcement, the Department for Transport’s guidance is clear about what factors should be considered by local authorities when setting speed limits, including consultation with the police and that the limits set should be capable of being enforced. That is crucial. If changes are to be imposed, whether it is national in Wales or super-local on Acacia Avenue, there has to be consultation, and the police should be capable of taking action against drivers who break the speed limit.
I thank my right hon. Friend the Member for Chingford and Woodford Green for securing the debate, which colleagues have addressed constructively. We understand and appreciate that there is a problem. I promise that the Department for Transport will look at it and review the situation. I congratulate my right hon. Friend on conveying his constituents’ concerns in a typically doughty way.
Points of Order
Guy Opperman Excerpts(12 months ago)
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Madam Deputy Speaker (Dame Rosie Winterton)
I thank the hon. Gentleman for giving me notice of his point of order. I certainly agree that he, or any other Member, should not be criticised for pursuing issues of concern to their constituents. The hon. Gentleman has put his concerns on the record, and I believe the Minister may wish to make a quick point.
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
Further to that point of order, Madam Deputy Speaker. The hon. Member for Bootle (Peter Dowd) was kind enough to notify me of his intention to make a point of order and I have already begun the process of looking into it. It is fair to say that he is a friend of mine, although I know that many will hold that against him. He is merely doing his job, and I will make sure that that continues.
Madam Deputy Speaker
I was about to say that the hon. Gentleman might want to consider raising the issue with Ministers, but that has already happened. I am grateful to the Minister, and I am sure that the issue will be considered between the two of them.
Helicopter Search and Rescue Service
Guy Opperman Excerpts(1 year ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
It is a pleasure to serve under your chairmanship, Dr Huq. I thank the right hon. Member for Orkney and Shetland (Mr Carmichael) and congratulate him on bringing this issue before the House. It is genuinely important to his community in Shetland, which I was pleased and honoured to visit in the summer. I know Sumburgh well, because I was fogged in there for some considerable time. I got to know his constituency from going all the way to the Sullom Voe terminal to support the jobs there and, in my previous job, from visiting the jobcentre in Lerwick. I also met the amazing Shetland Community Bike Project, which the right hon. Gentleman and I both support; the lady who runs it in such an amazing way is Caroline Adamson.
Parking that to one side, for rural or coastal communities such as the right hon. Gentleman’s—likewise, my constituency in Northumberland is one of the largest in England—it matters tremendously to have air ambulance or search and rescue available. That principle is totally accepted. As he rightly identified, I am not the Minister who deals with this particular matter, which was previously dealt with by the noble Baroness Vere, but the responsibility has passed to my new Lords colleague, who will doubtless be in contact with the right hon. Gentleman on an ongoing basis.
I put on the record my thanks to my local air ambulances, and that I have raised money for them. They are a vital organisation: the Great North Air Ambulance in my part of the world is very special and I have fundraised for it. The air ambulances in the right hon. Gentleman’s constituency are also exceptionally good; I know of them and have met people from them in the past.
We need to pay tribute to the amazing work done by our search and rescue services. They continue to provide a superb response, saving lives across the country, often in the most difficult circumstances. As the right hon. Gentleman so eloquently detailed, search and rescue has clearly done great work through Storms Babet, Ciarán and Debi, over the past few years. In particular, there was the incident when helicopters from Sumburgh and Humberside, along with an oil and gas helicopter, successfully rescued 45 workers from the Stena Spey on 21 October.
I want to address some of the points made in the letter of 31 October and on the ongoing situation raised by the right hon. Member for Orkney and Shetland. For the first part, I correct the date given in the letter of 31 October: it is not 1 January 2027, but 1 October 2026. Secondly, like him, I find interesting the comment about what a redaction of a leak is, but the blunt truth is that that is not a document that the MCA has or has seen. More particularly and importantly, it is an internal Bristow document at, I suspect, an early stage of the particular processes that we are not aware of.
It is important to understand the degree of funding here. For the first part, Government funding to the MCA has gone up over the past few years and also this is a £1.2 billion investment into search and rescue on an ongoing basis. I will set out a little of that. The Department for Transport has made huge efforts to ensure that we have a robust national network of search and rescue aircraft, with the capacity to meet the operational challenges faced by His Majesty’s Coastguard throughout the United Kingdom. The right hon. Gentleman is particularly concerned with Shetland, but I will give a brief overview.
An agile fleet of aircraft is not restricted to specific operational areas, but can instead be deployed across the country and it can surge according to demand. That is not simply helicopters, as the right hon. Gentleman rightly outlined; there are huge numbers of additional support, which can be provided. The award of the UK second-generation search and rescue aviation programme to the incumbent, Bristow Helicopters, was announced in July 2022. That is a further £1.6 billion investment in maintaining and enhancing our search and rescue aviation fleet for the next 10 years.
No bases are being closed in any way whatever. All the existing bases will continue to provide a 24-hour search and rescue service, as they do today. They will be supplemented by two new seasonal bases to provide enhanced support to northern England, Scotland and the coastal areas during the busy summer months from April to September.
It is always a delight to see the hon. Member for Strangford (Jim Shannon) in his place; we have crossed swords in an amicable way on many occasions in the past. He asked about this issue in relation to Northern Ireland. At the present stage, his community is covered by Caernarfon and Prestwick, and there is ongoing support across there. Obviously, he has his own situation—
Jim Shannon
I welcome the Minister’s understanding of that, but the point I tried to make in my intervention is that Northern Ireland needs its own. The issue is all about time whenever these things happen, and we need the response in a shorter time that what is offered. I am grateful for the response, but I suspect that it is not adequate for Northern Ireland as a whole with its population of 1.95 million.
Guy Opperman
The point is fairly made. My noble Friend in the Lords will answer him in writing and I am sure will very happily meet and discuss that with the hon. Gentleman on an ongoing basis. There is cover from a multitude of bases on an ongoing basis, and what we are dealing with here is obviously in respect of search and rescue over and above any air ambulances that operate locally.
To return to the points raised, there is also the use of fixed-wing surveillance aircraft, with fixed-wing bases being established at Newquay and Prestwick. These aircraft, which are equipped with state-of-the-art maritime search technology, are crucial in supporting search and rescue operations across the United Kingdom. There is also the introduction of the King Air B350 extended range, with which HM Coastguard will have the ability to deploy assets to the extremity of the UK search and rescue region in the mid-Atlantic. It also uses a number of technological innovations in the form of unmanned aerial vehicles and a novel communication called OneLink.
Turning to the service provision in Scotland, I want to address the key point raised by the right hon. Member for Orkney and Shetland in respect of the situation going from 15 to 60 minutes. That was supposed to be the situation going forward, but I can confirm that the Department for Transport has been informed by His Majesty’s Coastguard that it has begun an analysis of the SAR incident data compiled after the UKSAR2G procurement commenced. That work has begun and is ongoing, and obviously the results will be conveyed in the future to all Members who are particular concerned by it—the right hon. Member for Orkney and Shetland and the hon. Member for Na h-Eileanan an Iar (Angus Brendan MacNeil), who have raised this particular point in correspondence.
The analysis is in recognition of the fact that the UKSAR2G procurement was undertaken at a time of considerable societal and economic upheaval during the pandemic, and that may have had a lasting impact on demand for the service. There is no doubt, if one looks at the statistics—and I have the statistics—that on occasions, over the last few years, the numbers have clearly been potentially lower than they may be going forward.
Mr Carmichael
In fact, the briefing given to me by the Shetland Fishermen’s Association this morning said that there had been something in the region of 180-plus call-outs of the Sumburgh-based Shetland helicopter—over what period that is, I do not know. But the issue is not just about the number of call-outs; it is about the fact that, because of where we are, we are that much further removed from other opportunities for rescue services. Also, we do get some of the worst weather in country—and not just in the form that the Minister has experienced.
Guy Opperman
I completely accept that August is the best time to visit the Shetland Isles in many respects, notwithstanding the fact that I was fogged in. The right hon. Gentleman’s point is fairly made—the further north we go, the further the weather impacts.
I want to assure the House and the right hon. Gentleman that the UKSAR2G contract terms allow for a review of any area of the service against changes in demand, technical developments or innovations, which will be done periodically. The point is that that would have been done in any event. Should the analysis in this instance indicate that amendments to the new service are required in light of changes to the demand profile, then the Department for Transport can pursue those via the appropriate contractual mechanisms and approval processes.
The review will be undertaken at the end of this year going into next year, at which time we will be happy to share the outcome with hon. Members. It will take many months, so it will not happen in the short term. I make the simple point that there will be no change to this service, in any event, for many years to come; as the title of the right hon. Gentleman’s debate on the Order Paper suggests, we are talking about the future provision. I can advise that all four current helicopter bases in Scotland will remain open, with additional fixed-wing capabilities and a seasonal base in north-west Scotland to provide additional enhancements on an ongoing basis.
The right hon. Gentleman raised other, particular points. I have answered in relation to the date and the redaction. With regard to the change in aircraft type due to take place on 1 October 2026, it is clearly the case that the introduction of the Leonardo AW189 provides a high-endurance and world-leading capability. It is proven in the search and rescue environment under our existing service. It is also comparable to the current Sikorsky S-92 —operating at both Sumburgh and Stornoway—in terms of range and speed. It is unquestionably the case that there was appropriate due diligence before it was made the helicopter of choice on an ongoing basis.
I do not believe I can add much more, but I assure the right hon. Gentleman that the organisation concerned will go away and work out what documentation it is able to disclose that is not sensitive to contractual matters—those, he will understand, one cannot disclose. But this is a publicly funded service, provided for all of us taxpayers and paid for by the taxpayer, and it is right and proper that there should be proper publication of all matters in relation to that. Ultimately, that will be a matter for sign-off by my noble Friend Lord Davies of Gower, the Minister who has overall control of this, but I can give the right hon. Gentleman the assurance that we will disclose whatever we are able to in the circumstances. I thank him for bringing forward the debate. I take the matter very seriously and I fully understand the concerns he has raised. I commend this debate to the House.
Question put and agreed to.