Train Crew Shortages

Lord Evans of Rainow Excerpts

Thursday 5th December 2024 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

There is no need to reflect the Government’s policy on railways in any particular speech by any member of the Government. We have a clear direction to go in, and we are going there. On the management of the railways, I have to say, if the noble Lord opposite knew the managers as I did, he would know that many of them were in fact rather pleased that there is now a direction. Their morale, as with my own when chairing Network Rail, was significantly damaged by the promise of reform, which started after the May 2018 timetable debacle and was not fulfilled by the previous Government. This Government are going to do it.

[Lord Evans of Rainow (Con)]

My Lords, the shortage of train crew is indeed one of the many reasons why we have cancellation of trains, but the puzzlement is—I would like the Minister to look into this—that, if there is a shortage of train crew, surely the company should know that the day before, or at the very least at the start of the working day? Many of the cancellations are at very, very short notice. I will give the example of Euston station. On many occasions, a train is cancelled at very short notice, which has a significant impact on crowd control within the concourse. Will the Minister look into why train companies leave it to very short notice to say that the train is cancelled due to a lack of train staff—whether it is drivers or managers?

[Lord Hendy of Richmond Hill (Lab)]

Whether the train is cancelled at a moment’s notice or 28 hours or 48 hours in advance, none of that is good enough. I myself am puzzled by the number of times an apparently competent train company does not seem to have enough staff at short notice. The House may realise that I know how to deal with this. If you have not got enough volunteers to work on Sunday, somebody senior ought to be at the train crew depot on Friday afternoon, putting their arms around the staff and saying, “Would you work on Sunday?” That is what I am expecting from railway managers. We are expecting, in the new world of a joined-up railway, that the management will concentrate on that to the benefit of passengers.

HS2: North-west of England

Lord Evans of Rainow Excerpts

Tuesday 11th October 2016 Westminster Hall

[Graham Evans (Weaver Vale) (Con)]

It is a pleasure to serve under your chairmanship, Mr Owen. I pay tribute to the hon. Member for City of Chester (Christian Matheson) for securing this excellent and timely debate. I believe that this project has cross-party support from those of us from the north-west and the north generally. The hon. Member for Stalybridge and Hyde (Jonathan Reynolds) made an excellent speech, and I agree with every word of it. The hon. Member for Blackley and Broughton (Graham Stringer) made the point that 90% of infrastructure investment in the UK goes to London and the south-east. Collectively, we have to ensure that the north, and the north-west in particular, gets its fair share. He is a man from the north-east. If I were from the north-east, I would be jumping up and down, because it gets a tiny percentage of investment in all infrastructure, not just rail infrastructure.

Since I was elected as a Member of Parliament in 2010, most of us have agreed with High Speed 2, but we still have to fight for it. We have only to look at the media in the south-east. I always find it interesting that the London news—the 6 o’clock news and the 10 o’clock news—calls high-speed rail a white elephant for some reason, but Crossrail 2, which costs £17 billion, does not seem to be an issue. Various infrastructure projects are going on in the south-east, but there seems to be an issue with infrastructure investment elsewhere in the United Kingdom.

If high-speed rail is a white elephant—if it does not provide value for money and if the costs are escalating—it should not go ahead, as I do not agree with wasting taxpayers’ money, but I do not believe it is. I believe it is exactly the right thing to do for the country, for the north-west, for greater Cheshire and for the constituents of Weaver Vale, which is, as hon. Members know, the gateway to the northern powerhouse. It is a vital infrastructure project.

The volume of traffic in all areas has increased beyond recognition in the past few decades. Some 317 billion miles were travelled on the roads in 2015-16, and 62 billion miles were travelled by rail passengers. The hon. Member for Stalybridge and Hyde talked about his wife sitting on the floor on a Pendolino. Those of us who travel from this place of an evening—even on a Wednesday evening, but particularly on Thursdays and Fridays—are very familiar with standing room only on the west coast main line trains from London Euston to Manchester Piccadilly.

In terms of people served, the west coast main line is the most important rail network in Britain. Some 40% of all freight trains use it at some point in their journey. Demand on the line from both freight and passenger traffic is expected to grow substantially. High Speed 2 would release that capacity and enable freight to get off the roads. It is no surprise that the Victorian rail infrastructure that serves much of the north-west is incompatible with the growing demand. The antiquated trains on the railway infrastructure of the mid-Cheshire line from Chester into Stockport and Manchester are trundling along at the same speed that they did when the Victorians built the line more than 150 years ago.

The hon. Member for City of Chester said that it is very hard for business in Chester to recruit quality staff from elsewhere in the region because the commute takes too long. That is a barrier to growth in Chester.

[Dr James Davies (Vale of Clwyd) (Con)]

Will my hon. Friend endorse the North Wales and Mersey Dee Rail Task Force growth track 360 campaign, which seeks to ensure journey times of under one hour within the north Wales, Cheshire and Wirral region, as well as faster links to London, to counteract the economic underperformance of the region by connecting people to jobs and business to customers, and reducing our overdependence on a congested road network?

[Graham Evans]

I absolutely agree. My hon. Friend raises an important point. High Speed 2 is not just about Cheshire and the north-west region. It is about another country and the north Wales economy. He is exactly right. The Mersey Dee Alliance is a good alliance, and I am very pleased, as he is, to be part of it. It is about looking at this together, because enterprise zones do not recognise borders, and those of us representing Cheshire will benefit from the cross-border activity. It is very important that the rail infrastructure travels along north Wales and Anglesey to the markets of Ireland.

It would be a mistake to look at High Speed 2 as a stand-alone project. Over the next five years, three times the amount that is spent on High Speed 2 will be spent on roads, railways and other forms of transport. It is really important to ensure that High Speed 2 and the expenditure on other transport in the north-west complement each other so the connectivity that High Speed 2 brings is enhanced throughout the north-west, spreading the benefits. Trying to get from Northwich to Widnes and Runcorn is a nightmare. It is virtually impossible. Passengers trundle into Stockport, and then trundle along over to Widnes and into Liverpool. Increasing capacity on rail networks will potentially remove an estimated 10 million vehicles from UK roads, significantly relieving the pressure on busy sections of roads, such as the M56 in my constituency, which the hon. Member for City of Chester could not resist mentioning. We are all as one on the M56’s issues.

We have only to look at another French town, Lille, whose economy has flourished as a result of the connectivity of high-speed rail and the connection to the HS1 line, to see the potential that High Speed 2 can bring to north-west hubs such as Crewe. Those areas of France have been transformed. Around the station in Lille, investment has increased significantly, and new offices, hotels, a retail centre and a conference centre are all being developed. The Euralille complex, situated between the two Lille stations, has emerged as the third largest business centre in France. That highlights the real opportunity for Cheshire and its towns. Lille highlights how forward vision and connectivity together can be a radical catalyst for growth in any modern city.

Connectivity between our cities is vital for the development of the northern powerhouse and the rebalancing of our economy. North-west businesses will have better access to specialised services, a larger workforce and greater opportunities to offer their services to the capital. Likewise, shorter journey times are vital for business-related journeys, and connections with London alone could bring £4 billion of benefits to the north-west. Over the next few decades, High Speed 2 will play a fundamental role in reshaping our economy. Some 70% of jobs created by High Speed 2 are forecast to be outside London. I am sure all hon. Members will agree that we want those jobs in the north of England and Scotland.

We must look at High Speed 2 not in isolation but as part of an overall strategy for improving connectivity throughout the north-west. We must take steps to ensure that spending on other areas of transport infrastructure is, as much as possible, complementary to the High Speed 2 network so we can replicate Lille’s success at hubs such as Crewe in the north-west of England.

[Albert Owen (in the Chair)]

I hope that the trains are more on time than the hon. Gentleman’s five-minute speech.

Oral Answers to Questions

Lord Evans of Rainow Excerpts

Thursday 10th March 2016 Commons Chamber

[Mr McLoughlin]

I think that is a matter for the Secretary of State for Justice, but I will reflect on the question.

[Graham Evans (Weaver Vale) (Con)]

T7. Will my hon. Friend update the House on the reinstatement of the Halton curve, and will she agree to meet me and a group from the Merseyside local enterprise partnership to discuss this vital transport link, which is so important for Cheshire, Wirral, north Wales and beyond?

[Claire Perry]

My hon. Friend is right that this is a vital link. The Government have contributed £10.4 million to the work. I understand that the business case will be considered by the combined authorities in April. If approved—I hope it is—the work will go ahead in June next year and be completed by May 2018. It would of course be a pleasure to meet my hon. Friend and his friends, if only to feed him some buns to keep up his weight during his marathon training.

M56 (Junctions 12 to 14)

Lord Evans of Rainow Excerpts

Tuesday 17th November 2015 Westminster Hall

[Graham Evans (Weaver Vale) (Con)]

I beg to move,

That this House has considered Junctions 12 to 14 of the M56 motorway.

It is a pleasure to serve under your chairmanship, Sir Roger. I have secured this debate because I have serious concerns about the stretch of motorway between junctions 12 and 14 of the M56, which is a major motorway in its own right that links three other motorways—the M6, the M60 and the M53—connecting Cheshire, north Wales and Greater Manchester. The M56 eventually becomes the A55, which continues to Holyhead, providing the single most important transport link for moving freight into and out of north Wales.

Accidents happen all too often on the M56, particularly between junctions 12 and 14, which is the stretch that runs alongside the important communities of Helsby, Frodsham, Sutton Weaver, Preston Brook, Norton and Beechwood in my constituency of Weaver Vale. There is a long, straight stretch of motorway between junctions 12 and 14, running east-west from Runcorn to Chester. There are services at Hapsford, but there is very little technology or electronic signage alerting drivers to potential hazards ahead. The purpose of this debate is to try to get technology on that stretch of motorway.

This is a busy stretch of motorway, with more than 120,000 motorists using the M56 each day and just short of 10,000 vehicles passing through junctions 12 and 14 in both directions during the 5 pm to 6 pm evening rush hour, with even more using the same stretch between 7 am and 8 am during the morning commute. I routinely use the M56 when attending engagements around Weaver Vale, and my constituency office is located off junction 11 at Sci-Tech Daresbury. I therefore have first-hand experience of the challenges that motorists face along the M56.

The section of motorway between junctions 12 and 14 is predominantly east-west, and the setting sun can have knock-on safety implications, particularly at this time of year, or when inclement weather makes it difficult for drivers to see. There have been a number of incidents in the past 12 to 18 months. Sadly, some of those incidents have been extremely serious and have had a devastating effect on the local community. Last month, the police declared a major incident and shut the motorway in both directions from junction 14 to junction 11 after a chemical tanker overturned on the eastbound carriageway near Helsby, just past junction 14.

[Justin Madders (Ellesmere Port and Neston) (Lab)]

I am grateful to the hon. Gentleman for securing this debate on an important issue that affects not only his constituency but mine. Junction 14, of course, is just within the boundary of Ellesmere Port and Neston, and we have Members here from other constituencies in the wider area that are also affected. He has clearly set out some of the issues. Statistics reveal that the number of incidents on this stretch of motorway has doubled in the past four years. Does he have any thoughts or theories as to why we have seen such an increase in serious incidents on this stretch in recent years?

[Graham Evans]

I welcome the help and support of the hon. Members for Ellesmere Port and Neston (Justin Madders), for City of Chester (Christian Matheson), and for Halton (Derek Twigg), and I look forward to working with them. There have been issues on this stretch of the M56 for many, many years. Indeed, as the hon. Member for Halton will know, junction 12 is currently under pressure from severe roadworks. As I will say later in my speech, the Mersey Gateway bridge is also adding pressure, so there are factors that may be regarded as temporary, but that does not detract from the purpose of this debate, which is to get smart technology installed on the whole stretch between junctions 12 and 14. I will explore the short-term measures that could alleviate the problems, but I am looking for significant investment in the whole area for a long-term solution.

There were eight casualties in the recent accident, and five were treated by the North West ambulance service, which does a fantastic job, at Hapsford services off junction 14. Three casualties were taken to the Countess of Chester hospital, but they have all since been released. A secondary collision on the eastbound carriageway occurred at 8.31 pm that evening involving a car transporter and a car, which resulted in a 24-year-old man, a 26-year-old man and a one-year-old baby boy suffering serious injuries.

The motorway was closed for several hours following the tanker crash last month as an investigation was conducted to ascertain the nature of the chemical carried by the tanker. In the meantime, a 1,500-metre cordon was established that also shut down the Holyhead to Manchester railway line. Mid-Cheshire was brought to a complete standstill, and commuters were left stranded, unable to travel by car or rail. I understand why there are very strict safety protocols that must be followed in the event of a chemical spillage, but for some reason the investigators were not able to contact the chemical company to ascertain the contents of the tanker. I am looking into how that came about.

Last year, an empty bus collided with a car and two heavy goods vehicles near junction 12. Police and fire and rescue teams attended the scene and tried to cut a man and a woman out of two different vehicles. Sadly, both the man and the woman were declared dead at the scene. These are not isolated incidents. Accident rates have worsened since 2013, as the hon. Member for Ellesmere Port and Neston highlighted, with accidents clustered around the junction 12 exit slip road and the chevron-marked area between Runcorn and Frodsham all the way through Hapsford services at junction 14. There have been more than 160 road traffic collisions on this stretch of motorway since 2011, more than 50 of which have caused either injury or death.

Unhappily, there was a significant tanker fire in August in the vicinity of junction 14, which prompted me to organise and facilitate a multi-agency meeting in October in response to the increasing frequency and seriousness of the incidents. Present at the meeting were senior representatives from Highways England, Cheshire constabulary, the Mersey Gateway company, Halton Borough Council and Cheshire West and Chester Council, and I made it clear that the meeting was the start of an ongoing process to ensure that we address all the concerns of constituents across the area affected. A number of issues and potential initiatives were explored, such as the introduction of smart motorway technology, enhanced cameras, improved advance notice of incidents and electronic signposting. We also discussed how the various agencies respond to incidents, both in the immediate aftermath and as a situation unfolds, such as the use of carriageway gates to release trapped drivers. Our principal objective was to identify key issues; consider solutions and seek to introduce them in an effective and timely manner to minimise the possibility of accidents recurring; and reduce disruption when accidents occur. At the meeting, a Highways England representative informed me that, two years ago, it considered an alternative traffic management plan for when this section of the M56 is seriously gridlocked, but that plan has not yet come to fruition. I urge the Minister to ensure that the plan is revisited as a priority.

[Derek Twigg (Halton) (Lab)]

As the hon. Gentleman knows, this is a serious issue of concern in Halton. What evaluation has there been of these accidents? At what time of day do they happen? In what weather do they happen? Were mobile phones being used? Has there been a road safety audit of this stretch of motorway? If so, what was the result and what was done about it? There have been cuts to incident support units, which is an added factor in being able to get to such incidents quickly.

[Graham Evans]

The hon. Gentleman raises serious and important points, some of which I raised with Cheshire constabulary. I was somewhat disappointed with the response. Cheshire constabulary looks at every accident; it says that there is no connection, and that they are individual accidents with no linked contributing factors. I agree with his underlying point, because I think there is a connection: the east-west aspect of the motorway and the timing of these accidents when the sun is setting at rush hour.

A further point raised at the meeting was the use of carriageway gates, which I touched on briefly earlier. Several reservations along the M56 have carriageway gates that can be opened to release trapped drivers. They are located roughly every 2 km, and the keys are kept centrally and delivered to the relevant personnel when needed. Keys are now kept on all Highways England vehicles, which is a definitive step in the right direction, although the challenge in using the carriageway gates remains in getting the appropriate personnel in place to close and monitor a lane on the opposite carriageway so that traffic can be released from the affected carriageway. I was interested to note that the keys were not carried in the vehicles; I found it quite amazing. Apparently they are now. I look forward to working with the relevant agencies and the Minister over the coming months to discuss how we can achieve that more readily on that stretch of motorway.

There is little digital signposting along this stretch of motorway to alert motorists to incidents or danger ahead. I have made it clear that I fully support the introduction of smart motorway technology to improve safety and traffic flow. The introduction of smart motorway technology is planned for junctions 6 to 8 of the M56 and junctions 5 to 11 of the M53, and I have been campaigning for similar technology along the stretch between junctions 12 and 14 of the M56.

The key to preventing the build-up of tailbacks following an incident is moving vehicles away from the area as quickly and safely as possible. The M56 between junctions 12 to 14 is unfortunate in that it has few trunk roads that can handle overspill traffic when an incident occurs. The main route at present is the A56, which goes through the residential areas of Frodsham and Helsby and has numerous pedestrian crossings, making it unsuitable to cope with the volume of motorway traffic following a severe accident on the M56. I would be interested to know whether it is possible to bias the timing of pedestrian crossings in favour of traffic flow when an incident occurs, to help relieve tailbacks faster.

The Government have already invested heavily in the area. Work has been undertaken to improve safety and traffic flow on the motorway; £2.3 million in improvements have been made to access roads on junction 11. The works include installing signals on the roundabout, widening the carriageway at key locations on the roundabout, constructing an additional lane on the M56 westbound exit slip and constructing an additional lane on the A56 approach to the roundabout, as well as resurfacing and road marking. The scheme was opened fully in September. As part of the Government’s road investment strategy for my area, work was announced last December on junction 11A to connect the M56 with the A533 at Runcorn to create a new, improved link with the M56 to the new Mersey Gateway bridge, which is under construction.

Likewise, improvement works are being undertaken on junction 12 to link up the Mersey Gateway bridge, which might or might not contribute to some of the accidents around junction 12. Part of the knock-on effect of the improvement works has been an increase in use of roads through Beechwood, including Halton Station road. Very big HGVs and coaches are using that small, residential one-way street, and my constituents are concerned to know what can be done to alleviate the problem.

The works at junction 12 finished yesterday, on time. I am not criticising the workers and their work; they work hard, and they are doing a good job. When complete, the Mersey Gateway bridge and the improved access to the M56 will undoubtedly ease congestion in the area. Likewise, I was delighted when my right hon. Friend the Chancellor confirmed that the Halton curve scheme will be part of a joined-up transport strategy for Weaver Vale, mid-Cheshire and beyond. I have worked closely with the Chancellor, the Department for Transport, Merseytravel, Cheshire West and Chester Council, Halton Council, the North Cheshire Rail Users Group and north Cheshire rail users to ensure that funding for this important transport link is delivered. The Halton curve is a game-changer for the area, providing a direct link for Frodsham, Helsby and Runcorn—areas running alongside the M56. It provides essential potential to ease traffic congestion in those areas by taking commuters off the M56 altogether.

[Justin Madders]

What the hon. Gentleman says about the Halton curve is important. Obviously, increased rail services will be needed to reduce the pressure. An issue raised with me by constituents is the convergence of different sets of traffic from Wales, Merseyside, Chester and Cheshire Oaks, as well as the heavy industrial traffic entering at junction 14 from Elton, Stanlow and Quinn Glass. Does he think that there is an opportunity for some of that industrial traffic to go by rail as well?

[Graham Evans]

The hon. Gentleman raises some good points; perhaps that is a subject for another debate in the House. I totally agree. Electrification of north-western rail, and electrification generally, are part of the northern powerhouse, as is a deep-water port in Liverpool connected to a railhead. We have an opportunity to get a lot of the products of the valued heavy industries in our constituencies on the railway. It is a massive infrastructure project, but perhaps we can work together to get freight off the M56.

The hon. Gentleman highlights an important point: in order to import and export from Holyhead along the A55 from north Wales into Manchester and the north-west generally, we must improve not just the M56 but transport infrastructure generally, creating a linked-up service. Commuters are important. Disruptions and road closures on the M56 sometimes include closure of the railways, which has a far larger knock-on effect on constituents across Cheshire and north Wales.

Each incident is an incident too many. Injuries and fatalities cause untold devastation to the families of loved ones affected; they have long been calling for action on this stretch of the road. Something can and should be done about this. We cannot leave things as they are and allow more families to suffer. I firmly believe that the increasing frequency and serious nature of incidents warrant close inspection and action.

Although my main priority in calling this debate was to bring to light and discuss ways to make this section of the road safer, the other aspect is the huge delays and disruptions in surrounding areas caused by incidents on the motorway. If the motorway snarls up, many people hop off and go down the A56, causing huge traffic jams, as I highlighted earlier, through residential areas such as Sutton Weaver, Frodsham and Helsby. It makes everyday life difficult for residents near the motorway.

In the two years between 2012 and 2014, the average incident length on the eastbound carriageway increased by 10 minutes to 32 minutes. However, over the same period, on average, the incident length on the westbound carriageway has doubled from 30 minutes to 60 minutes. The M56, like the new Mersey Gateway bridge and the Halton curve, are integral to the delivery of the northern powerhouse. I am committed to securing the best possible infrastructure facilities for Weaver Vale and the surrounding area.

I look forward to continuing to work with the Minister and the agencies that I mentioned earlier, and to working cross-party with my parliamentary colleagues throughout Cheshire, north Wales and Greater Liverpool to discuss how progress can best be achieved in a timely manner, and how we can improve safety and reduce disruption along this important stretch of the motorway.

Oral Answers to Questions

Lord Evans of Rainow Excerpts

Thursday 16th July 2015 Commons Chamber

[Mr McLoughlin]

There has been no cancellation. The hon. Gentleman should look to the fact that, as I pointed out just a few moments ago, we have electrified the line from Liverpool to Manchester and further upgrades are taking place in relation to the whole of the northern powerhouse. It is something to which we continue to be committed.

[Graham Evans (Weaver Vale) (Con)]

I recently travelled from Frodsham station to Liverpool John Lennon airport along the Halton curve. It took 15 minutes. This is a game-changer for commuters in the area. Does my right hon. Friend agree that the £10.4 million investment and reinstatement of the Halton curve is a strong commitment of this Government to Weaver Vale, Cheshire and the northern powerhouse?

[Mr McLoughlin]

Indeed, and I could reel off a pile of other schemes that have led to improvements in connections and connectivity in the north. My hon. Friend the rail Minister is going with my hon. Friend to visit that site in the not-too-distant future.

Oral Answers to Questions

Lord Evans of Rainow Excerpts

Thursday 11th June 2015 Commons Chamber

[Andrew Jones]

The hon. Gentleman raises a very interesting point and I would be very happy to take that forward.

[Graham Evans (Weaver Vale) (Con)]

7. What steps his Department is taking to promote cycling.

[Alex Chalk (Cheltenham) (Con)]

9. What steps his Department is taking to promote cycling.

[The Parliamentary Under-Secretary of State for Transport (Claire Perry)]

The Government are committed to doubling the number of journeys made by bicycle and to continuing the excellent progress we made in the previous Parliament when, thanks to a strong economy, we were able to invest record amounts in cycling. The Infrastructure Act 2015, which will shortly come into force, places a duty on us to produce a cycling and walking strategy. It will contain specific objectives and funding requirements to meet those objectives.

[Graham Evans]

Weaver Vale has many excellent cycling groups and initiatives, such as Pedal Power and Breeze, to encourage constituents of all ages to get on their bikes. Under the last Government there was record investment in cycling. Will my hon. Friend please confirm that the Government will carry on the previous Government’s excellent work?

[Claire Perry]

I know of my hon. Friend’s great interest in and support for local cycling. Indeed, as a keen Boris biker myself—or perhaps they will soon be known as Zac zippers—I am delighted to support both my own personal commitment and the Government’s firm commitment to making cycling the journey method of choice, particularly for short journeys.

Cycling

Lord Evans of Rainow Excerpts

Monday 2nd September 2013 Commons Chamber

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

It is a pleasure to take part in the debate and I welcome both it and the all-party group’s report. It is good to see cross-party agreement on such a positive issue, and I hope that when the Minister responds he will give us the assurances we are all looking for.

So far, Ministers and the Department have been full of warm words of support to give the impression that this country is freewheeling towards becoming a cycling nation on a par with, say, Holland. I am afraid that we are not even ambling in that direction; we need sustained action and leadership from Ministers if we want to achieve that in a reasonable time frame.

Many hon. Members have spoken of the benefits of cycling to individuals, to children, to society, to cities and to the environment. At the end of July, Newcastle Gateshead hosted its first sky ride. It was an amazing success, with 7,800 people attending, and shows just how many people in Newcastle and Gateshead want to get on their bikes if they can feel safe doing so. The north-east has some of the lowest cycling levels in the UK, with just 8% of people cycling once a week. We also—this fact is perhaps related—have higher than average levels of obesity and lower levels of physical activity in adults. I pay tribute to the work Newcastle city council is doing and to its commitment to supporting cycling.

In Newcastle, we are lucky to have strong cross-party political leadership on cycling. We have an enthusiastic cycling champion, Councillor Marion Talbot, who chairs our cycling forum, which brings together the many different voices for cycling in our city. There is, however, a lack of such strong political leadership at a national level. The abolition of Cycling England, set up under the previous Labour Government, means that there is now also no dedicated pot of money and, equally, no focal point for cycling. We have ad hoc announcements and re-announcements, and then repackaged re-announcements. When separate pots of money are released seemingly at random for cycling and infrastructure, it makes it difficult for local authorities such as Newcastle to plan cycling development. The abolition of Cycling England means that there is no obvious means for councils to share ideas and the great best practice we have heard about today other than through the mysterious cycle stakeholder forum, which is yet to be mentioned but which has apparently met three times in the three years it has existed—for what purpose, nobody seems to know.

[Graham Evans (Weaver Vale) (Con)]

rose—

[Chi Onwurah]

Perhaps the hon. Gentleman will enlighten us.

[Graham Evans]

I am most grateful to the hon. Lady for giving way. She talks about the abolition of Cycling England, but surely the Local Government Association is one of the best mechanisms for sharing best practice on cycling.

[Chi Onwurah]

I thank the hon. Gentleman for that contribution, but the Local Government Association has many issues on which to share best practice. I agree that it provides an excellent forum for that, but the strength of Cycling England was that it did exactly what its name said—it was about cycling in England. Having lost that organisation, we need something to fulfil that role.

--- Later in debate ---

[Graham Evans (Weaver Vale) (Con)]

I am delighted to speak in this important debate. As a fairly recent convert to cycling, I have personal experience of its many benefits, although I am also conscious of its dangers, especially for those who, like me, are new to the sport. The Evans household has become an enthusiastic cycling family with new bikes for the children and not-so-new bikes for mum and dad. I was interested to hear the debate about helmets because I insist that we all wear helmets although, for some reason, when I put my helmet on, the children point and laugh—I have no idea why.

There is a fantastic grass-roots movement in my constituency to encourage residents to get on their bikes. I give credit to the Northwich Guardian’s Pedal Power campaign for drawing my constituents’ attention to the importance of cycling. Its cycling ambassadors, with profiles ranging from teenage pro bikers to blind nonagenarians, show my constituents that a bike is for everyone at any stage of their lives. I welcome the all-party cycling group’s “Get Britain Cycling” report and its target of one in 10 journeys being by bike by 2025. Road safety is also important to me, and I shall be presenting the Drug Driving (Assessment of Drug Misuse) Bill—my private Member’s Bill—to the House for its Second Reading on 18 October.

The benefits of cycling are clear, with better health being the obvious starting point, as a regular cyclist in mid-adulthood has the fitness levels of someone 10 years younger. We have heard many comments suggesting that we all want to be 10 years younger.

When we consider Britain’s transport system, it is clear that there must be a better way. Most of us find ourselves sitting in long traffic jams when we make the quick run down the road to the shops to pick up some milk and a loaf of bread. Some 66% of all trips made in Britain are less than five miles. However, if one factors in the process of getting to the destination and then hunting down a parking space, that seems daft, given that one could reasonably often nip down to the shops on a bike. There are also economic arguments in favour of cycling because regular cyclists are associated with lower health costs, while the cost of congestion goes down and productivity increases.

What is stopping people cycling? The main reason is safety. The Department’s “British Social Attitudes Survey 2012: public attitudes towards transport” showed that 48% of cyclists, who were defined as someone who had cycled in the past year, agreed that it was too dangerous for them to cycle on the roads, whereas the figure for non-cyclists was 65%. It is also worth noting that there is a significant gender divide regarding cycling safety because 60% of women said that it was too dangerous compared with 53% of men. I am therefore proud to be involved in Northwich Breeze rides, which are designed specifically to introduce more women in the area to cycling and to improve their confidence in safety.

What can be done to improve safety? There are basic steps that everyone should take when getting on a bike. Putting on a helmet and ensuring that reflectors and proper lights are fitted are all ways of making someone safer and more visible. It is only logical that local authorities should take simple and automatic steps to improve—

[Kris Hopkins (Keighley) (Con)]

Next year’s Tour de France will come to my constituency on two consecutive days. It will go through villages such as Addingham and Stanbury, and green parts of my wonderful constituency. Does my hon. Friend agree that that is a great opportunity to support the points that he is making, as well as to make wider points about health and fitness and to promote businesses in the community?

[Graham Evans]

I agree with my hon. Friend and thank him for that wonderful intervention. I hope that those people on the Tour have their passports ready to go into Yorkshire and, importantly, to come out of it.

I welcome the Government’s cycle safety fund to redesign junctions. However, while they are encouraging sensible planning, there is no single, consistent and enforceable design standard for bicycles regarding new development. As an aspect of planning, surely that should be as obvious as putting on a helmet before getting on a bike. As is the case for many hon. Members, house builders are building thousands of new homes in my constituency, but their designs suggest that little thought has been given to making roads accessible via a bike. Given that the county of Cheshire is relatively flat, perhaps its councils could be a beacon to show all authorities how cycling can be a pleasure for all.

We should examine speeds in residential areas for the benefit of not only cyclists, but pedestrians. The Department for Transport has made it easier for councils to impose 20 mph areas, which is a great step forward for locally focused safety, but now is the time to consider whether there should be a default limit of 20 mph for residential areas, with councils given the discretion to change that. Such a measure could reduce the number of road incidents.

Heavy goods vehicles pose a major risk to cyclists. Nearly half of all cycle fatalities in the capital are due to HGVs, although those vehicles make up only 5% of the overall traffic. Better awareness of cyclists, restrictions during peak traffic times and more international co-operation on HGV design would clearly be important steps, so I welcome the Department’s ongoing work in that area.

The Government have made significant investment in cycling, with £148 million invested by 2015, but it has been clear from listening to hon. Members’ speeches that cohesive thinking and cross-departmental work will encourage cycling even more. I welcome the excellent work of the all-party cycling group and I hope that the debate demonstrates how, with a proactive attitude, we can ensure that cycling becomes an important part of British life.

West Coast Rail Franchise

Lord Evans of Rainow Excerpts

Thursday 6th December 2012 Commons Chamber

[Mr McLoughlin]

I was not in those meetings, for obvious reasons, but I know that Ministers were constantly probing. Mr Laidlaw saw the former permanent secretaries at the Department—not just the present one, but the former ones—and spoke to former Ministers there too.

[Graham Evans (Weaver Vale) (Con)]

I welcome the Secretary of State’s decision to award an interim franchise to Virgin Trains, as this provides a great deal of stability for passengers up and down the country. Will he join me in paying tribute to the Virgin staff on that line, who throughout this very difficult time have always acted with great professionalism?

[Mr McLoughlin]

I had a meeting just the other day with some disabled people. They sang the praises of Virgin Trains as providing some of the best services to disabled people. I was pleased to be able to pass that message on to Sir Richard Branson when I met him yesterday.

Disabled Access (Aviation Industry)

Lord Evans of Rainow Excerpts

Wednesday 7th November 2012 Westminster Hall

[Graham Evans (Weaver Vale) (Con)]

It is an absolute pleasure to serve under your leadership, Mrs Brooke, and I thank everyone for attending the debate. I am sure we all agree that everyone should have the right to free movement—to work, live and travel safely throughout the world—but that is not the case, sadly, for the 11 million disabled people in this country. I am a member of the all-party group on young disabled people, and its aim is to listen to and represent the concerns of inspirational young people who just want to live their lives.

There have been great steps forward in disability rights. The Paralympics demonstrated the sheer will and determination that can turn adversity into victory. I welcome the increased awareness of disability issues, which has led to progressive thinking about accessibility, and a great deal has been achieved in recent years to remove the barriers that prevent people from accessing public transport. The percentage of disabled people experiencing difficulty using public transport had decreased to 22% by 2009, which is in stark contrast to the experience of those travelling by air.

There is far more to be done before a less able-bodied person can decide to go on holiday, or even arrange a work trip in the way most of us can. In the age of cheap flights, the world is a much smaller place but only, it seems, for the able-bodied. I was deeply concerned by the “Up in the air” report that was presented at the APPG by Trailblazers, a national network of young disabled people working together to highlight social injustices. In the study, 60% of respondents feared for their safety while being transferred on to their seat, 60% said that their wheelchair had been damaged by flight handlers, and a staggering nine out of 10 wheelchair-users said that they were unable to use airline toilets and were forced, therefore, to avoid drinking before and during flights.

For many, the experience of flying is humiliating, costly and uncomfortable—even painful—and a long way from the standards we should expect. It seems perverse that we can break the sound barrier, have on-board bars and send tourists into space but are unable to afford basic dignities for everyone. This debate is highly topical, given that the Civil Aviation Bill is on Report today in the other place. The status quo is clearly unacceptable, and we must find solutions. The European Community regulation 1107/2006 and our Equality Act 2010, alongside the Department for Transport’s “Access to Air Travel for Disabled Persons and Persons with Reduced Mobility—Code of Practice”, set out the rights to transport access, but implementation is very different from legislation.

It should be highlighted that the Civil Aviation Authority, or CAA, which is the aviation regulator and the national enforcement body for European consumer aviation legislation, is separate from the Department for Transport. This debate, therefore, should not seek to encourage new legislation that could compromise the CAA’s independence but consider how we can encourage compliance and best practice consistently across civil aviation in the United Kingdom.

[Lisa Nandy (Wigan) (Lab)]

I sincerely congratulate the hon. Gentleman on initiating this important debate. Does he agree that a key issue is to ensure that the pioneering airlines and companies, which are leading the way in this field by observing not just the letter but the spirit of the law, are rewarded, and that companies that do not do that ought to be penalised? There is a strong role for the Department for Transport, in ensuring that there is a level playing field for the companies that are trying to do the right thing.

[Graham Evans]

The hon. Lady is entirely right. Proactive good practice is encouraged, and I will come on to mention a certain company, and a certain individual who has been busy doing a lot of good work on that issue.

At every stage of the travel process there must be clear checks and balances, to ensure that the right information is being given and passed on, and that legislation is being adhered to. I would like to break down the travel process into the three stages of booking, at the airport, and on the plane, and to review the issues and the examples of good practice—such as those the hon. Lady just mentioned—and to consider how we can improve.

First, let us consider the booking process. Under EU legislation, it is illegal to refuse bookings because of disability, but half of respondents in the study had disability-related problems when booking airline tickets. The central principle of the law is that passengers need to advise as to their needs before travel, with persons with reduced mobility, known as PRMs, being required to give at least 48-hours’ notice. The process, however, is often convoluted, complicated and costly, with unnecessary paperwork or long, repetitious conversations.

Article 11 of the EU regulation states that air carriers and airport managing staff should have training in understanding mobility requirements. However, I support the Department for Transport’s code, which suggests that all staff in the aviation industry should be trained, so that the first point of communication covers the needs of the passenger. If a carer is needed, it is critical that seats be placed together and, where possible, chosen to best suit needs and enable better access. That is basic stuff, and although some airlines are doing it well, others are clearly failing.

[Mr Gregory Campbell (East Londonderry) (DUP)]

I congratulate the hon. Gentleman on securing the debate. Does he agree that it is absolutely crucial that most of the main airlines, particularly those that promote themselves as budget or low-cost, train their staff so that disabled people can book flights and manoeuvre their way through airports with the greatest possible support? Such training is crucial in getting a disabled person from A to B via an airline.

[Graham Evans]

I totally agree with the hon. Gentleman. He makes a very good point well. It does not matter whether it is a budget or low-cost airline or any other airline; these are fundamental customer service roles and training should be there, as a given. Let us consider the trains, for example. I use the west coast main line regularly, and have observed passengers in wheelchairs. Although trains are, by design, tight, I have noticed on the Pendolino how those passengers successfully manoeuvre themselves around the seats, luggage and toilets. The doors open, and the staff know exactly what to do. They know where the ramps are to get passengers down from the train to the platform. Platforms vary, and the sizes are different, but the staff do not make an issue of it. They have the right equipment, the right attitude, and clearly the right training, and it is a painless task to watch. A couple of weeks ago I spoke to a young gentleman in a wheelchair and he said, “I travel regularly and it is never an issue getting on or off the train.” The message is that it can be done. With good training and the right leadership and management it is an everyday occurrence, and there is absolutely no reason why that should not be the case for the air industry as well as the trains.

It should not cost more for a PRM to book flights, and I wholeheartedly recommend that there should be online booking facilities for wheelchair carriage, and a freephone number available for providing further information to the airline. It is not always possible to give advance notice, but where possible PRMs should be able just to pick up a phone to make the necessary call and not have to repeat themselves time and again.

Let us now consider what happens on arrival at the airport. Almost half of respondents said there are frequent issues when checking in, with inconsistent advice about the policies for mobility and about health equipment. Inconsistent advice and lack of training contravene the legislation, and I would be pleased if the CAA took a robust approach to communication breakdown.

[Yasmin Qureshi (Bolton South East) (Lab)]

I congratulate the hon. Gentleman on securing this debate. I am one of those people who travel with their mother, and she has to have a wheelchair to travel. One of the frustrations we find—there must be other people in a similar situation—is that after we arrive and park in the car park, getting her to the actual airport and, from there, trying to get to a wheelchair is an enormous problem. Often there are no facilities at that point. Perhaps one thing airports might consider is that, when people book their ticket in advance, such arrangements could be put in place, too, so there is something there to enable people to move and get into the airport.

[Graham Evans]

The hon. Lady is entirely right. Arranging a section of a multi-storey car park—I am thinking of a particular airport that I do not want to mention—is not beyond the capability and wit of man. Sometimes people have to park miles away from the airport, but a facility so that carers or disabled people may drive virtually to the departure lounge would have no cost implications and would be quick and straightforward. The hon. Lady has raised an important point.

On check-in, wheelchairs are normally taken by staff to be loaded. We should consider wheelchairs not only as modes of transport but as vital medical equipment. As such, I am deeply concerned by the lack of due care and training; 60% of wheelchairs are damaged in flight. Even more concerning is the £1,000 compensation limit for damage to chairs, which can cost upwards of £6,000. Surely, if the argument for the limit is that it protects the cost viability of airlines carrying such equipment, we should reposition the argument. If the training were better, fewer wheelchairs would be damaged and fewer costs paid. That is really simple, is it not? As a result, as with anything else that is transported, when a wheelchair is damaged, full compensation could be given, which would be better value for airlines and a better deal for passengers—better all round.

I am pleased there has been progress and airports are making their facilities more accessible, and it is worth noting that the 11 million disabled people in the United Kingdom, 8% of whom use wheelchairs, have a combined spending power of £80 billion a year.

[Dr Hywel Francis (Aberavon) (Lab)]

I also congratulate the hon. Gentleman on securing this excellent debate. Has he undertaken an international study? Of course, by its very nature, airline travel is overwhelmingly international. I speak with experience of travelling with a disabled child in the late 1990s, and many people, today and in the recent past, are struck by how different the welcome is in, say, Atlanta, Georgia, which is excellent, compared with Schiphol, Heathrow or Cardiff. That difference must surely be underpinned by legislation, rather than simply good practice that may be found at particular airports.

[Graham Evans]

I agree with the hon. Gentleman. I have knowledge from similar experiences. He mentioned an airport in north America, and in my personal experience the Americans have a different frame of mind; they have a can-do attitude. The Americans were doing that for years before Parliament passed the Chronically Sick and Disabled Persons Act 1970, as part of their customer service—not just for some customers but for all. The Americans have that can-do attitude, so legislation is not needed to provide basic good customer service.

I hear what the hon. Gentleman says about Heathrow, and it is very much for the leadership and management of those businesses and companies to make the decision to offer good quality service for disabled people. They do not have to wait for legislation. The legislation is largely here, but it has not been acted upon. I put that down to the leadership and management of those organisations; it comes down to the basic level. The legislation is there; they just have to ensure that, as a good quality company, they put those good working practices in place.

Recent investments include £2 million by Gatwick airport on making facilities more accessible, which resulted in a 93% decrease in complaints since 2009. Manchester airport has launched a new access guide designed to provide disabled customers with all the information required to plan their journey through the airport.

Finally, let us consider people boarding planes and in-flight services. Boarding policies vary from airline to airline. I am happy that priority boarding is becoming increasingly common, both for the comfort and dignity of the passengers themselves and for the comfort and safety of surrounding passengers. But in the report there are too many examples of bad practice to be dismissed as one-offs.

Of course, we have to consider the costs. Air bridges are considerably more expensive than steps, and low-cost airlines deliver cheap seats exactly because they forgo so-called luxuries. I am heartened, however, by airlines such as easyJet, which, with input from its independent advisory service chaired by the right hon. Member for Sheffield, Brightside and Hillsborough (Mr Blunkett), has invested in trials for rising ramps to replace stairs to keep costs down and to make boarding far easier and safer.

For all the progress, there are glaring flaws in the current process. Despite requirements to have training on lifting and moving wheelchair users, more than 60% of respondents felt unsafe when being moved. Safety should always be the key priority, and I am concerned that the required training is not being delivered. That must change for the safety of passengers, crew and ground staff alike.

The issue is complicated and far-reaching, with many elements to consider. The practical implications of refurbishing planes to be more accessible are huge, and I welcome the willingness of aviation manufacturers such as Boeing to set up dialogues with disability groups. Given the development time for plane models, it would be unrealistic to expect instant changes, but if we maintain pressure and keep channels of communication open, we can hope to see progressive design.

In the meantime, although there is general awareness of the problems of catering for disabled people, that is very much lip service. We need to encourage proactive engagement from the first interaction when booking a ticket, through the check-in desk and to the seat. Training, strict guidelines and clear and consistent information are needed. We are not asking for a reworking of jet propulsion theory, but we want and need smarter thinking to make aviation work for us all.

High Speed 2 (Scotland)

Lord Evans of Rainow Excerpts

Wednesday 18th April 2012 Westminster Hall

[Lindsay Roy]

My hon. Friend anticipates part of my argument. I will cover that later.

Turning to public sector infrastructure, there has been criticism about Scotland being overdependent on the public sector. Surely a high-speed link to Scotland would enhance the opportunities for the private sector and provide a greater balance within the economy. In essence, if we want to shape the future, we must create it. There is certainly unanimity in Scotland that high-speed rail that reaches the parts that others cannot reach must be a priority—I believe that is called the Heineken factor.

When the Government announced that HS2 would go ahead, a commitment was given to work with the Scottish Government and others on how to improve capacity between north and south. There is overwhelming consensus for HSR in Scotland across the political spectrum, including transport bodies, local, national and multinational businesses, civic society, trade unions and environmental groups. That unity of spirit and purpose stems from clarity about the perceived benefits.

Fundamentally, high-speed rail will bring three dividends to Scotland. First, there is capacity: as well as providing new services for passengers, it will free up space on traditional lines for freight and local passenger trains, reducing delays and congestion. Increased pressure on capacity is already impacting on service reliability and punctuality. Despite the welcome improvements that might be made, there will not be radical improvement on the existing framework. Secondly, high-speed rail would offer huge environmental benefits, because the modal shift from air to rail will dramatically reduce carbon emissions. It would also ensure adequate air slots for planes from the more peripheral parts of the UK, at a time when our airports are experiencing further congestion. In written evidence to the Transport Committee, Transport Scotland and Network Rail stated, significantly, that

“our evidence indicates that the extension of HSR to Scotland would significantly improve the benefit to costs ratio.”

There therefore appear to be huge dividends for the UK as a whole, and a high-speed rail link would also reduce our unhealthy overdependence on oil fuelled transport—a welcome strategic shift that would reduce relative transport costs.

Thirdly, HSR would contribute significantly to stimulating Scotland’s economy and promoting new business growth and regeneration. It would attract inward investment to Scotland, stimulate industry and be a further catalyst to tourism. The central belt contains more than 3.5 million people, a population similar in magnitude to that of the west midlands and Manchester. High-speed connectivity with other major population centres in the UK will be vital to sustain economic activity and promote growth.

Edinburgh is the second most popular destination for tourists from overseas after London, and it hosts a vibrant financial services sector that is the seventh most competitive in Europe. The area is home to a wide array of innovative companies that are investing in research and new technologies such as biotechnology, electronics and renewables. The economy of the Glasgow region accounts for 36% of Scottish exports. Glasgow is the second most popular city in the UK for inward investment, and contains the second largest retail sector. It retains a strong manufacturing base in aerospace, defence and marine industries, and accounts for one in three jobs in the tourism, food and drink and construction sectors.

High-speed rail could play a vital role in making innovative developments in Scotland and ensuring that we champion the business opportunities that we could expect within a new framework. Evidence clearly indicates that the case for high-speed rail in the UK is stronger when Scotland is included. The Scottish Partnership Group, which has representatives from across business, trade unions and the transport industry, reinforces the economic dividends. Iain McMillan from CBI Scotland notes the positive business case for ensuring Scotland’s inclusion in HSR:

“Good transport links and external connectivity to principal markets are vital to Scotland’s economic success. We are encouraged by the report’s focus on ensuring the development of this key infrastructure project, conscious of Scotland’s physical position on the periphery of Europe and the greater consequential need to provide key links to hubs and markets.”

Colin Borland from the Federation of Small Businesses indicates that

“productivity will increase and it will help Scottish businesses to compete.”

Liz Cameron from the Scottish chamber of commerce emphasises that

“we must be beneficiaries, not victims of HSR.”

A host of highly respected companies have added their unqualified support to the extension of HSR to the central belt. They include Dell, Siemens, Barclays and Sistemic, to name but a few. Some 75% of businesses that were recently canvassed were strongly in support of the extension of HS2 to Scotland.

High-speed rail would bring huge economic and environmental benefits to Scotland and the UK, but although there is a strong consensus on the need for HSR, there is, regrettably, huge uncertainty about the future of such a rail link to Scotland. There has been some support for the idea of starting a high-speed link from Scotland at the same time as building from London as a sign of good faith and commitment, but there is a major stumbling block because if Scotland voted for separation, HSR would surely remain on the drawing board. Even if an independent Scotland were to find the resources to finance HSR from Edinburgh or Glasgow to the border, who would pay for the high-speed link from Manchester to Carlisle and beyond? There would be no economic imperative for the UK taxpayer, and no political incentive for UK MPs to extend HS2 beyond Manchester.

[Graham Evans (Weaver Vale) (Con)]

I congratulate the hon. Gentleman on securing the debate and I agree with every word he said. What concerns me is what will happen if the Scottish National party gets its way in Scotland. As a Conservative and Unionist politician, I want a national UK rail network. Is this not a real opportunity for us all to work together? We have had many debates on HS2 in the House, and this is an opportunity for us to ensure that it goes ahead from London to Birmingham to Manchester and to Leeds, and indeed up to Scotland.

[Lindsay Roy]

Absolutely; I could not agree more. HS2 should be a phased programme, hopefully with an accelerated time scale.

The Scottish Minister for Housing and Transport, Keith Brown, is right about the need for HSR to reach Scotland, but he is clearly stronger in economics than in politics. By implication, he concedes that Scotland would become an economic backwater if it becomes a separate nation, and that it could not deliver a vital link to our biggest export market.

Does the Minister accept that political certainty—in so far as that can ever be achieved—is essential to ensure that any future HSR development comes to fruition as quickly as possible? Completion of HS2 is likely to span the lifetime of several Parliaments, and achieving the vision of a high-speed network will require cross-party political support, a clear commitment from the Government about their intention to proceed north of Manchester, and clarity about Scotland’s position on whether it is to become a separate state or remain within the UK. The key question for the UK Government is whether they would invest beyond Manchester and Leeds if Scotland were to become a separate nation.

What recent discussions has the Minister had with the Scottish Government about high-speed rail? Does she accept the various research findings that indicate clearly that connectivity to Scotland would make the UK business case for HSR stronger rather than weaker, because the maximum dividends would occur with the potential modal shift from air to train? Does she agree that HS2 will bring significant economic benefits to Scotland in particular in terms of inward investment, regeneration and tourism? A two-hour journey time from Edinburgh or Glasgow to London is attractive, particularly in terms of the effective use of precious time.

I have already mentioned the view that without HS2 Scotland could become an economic backwater, and I reinforce the point that although upgrading the west coast main line would be helpful in its initial stages, it is not an overall solution to the problems in the system. Indeed, some would argue that that would be merely tinkering with the system and a token gesture.

To conclude, does the Minister agree that what is now required is a commitment and the tenacity to achieve the preferred network in as short a time as possible? That will strengthen our international economic competitiveness, reduce carbon emissions, transform our internal strategic network and meet capacity demands. For too long we have suffered from what I would call vision blight, and we need such a commitment to take things forward. Surely it is not beyond the wit of the UK Government and businesses to work together with other political parties and businesses to turn into reality the vision of an interconnected high-speed rail network that encompasses Scotland and other areas, and provide a commitment to achieve that well before 2033. Given the weight of evidence, I trust that the Minister will confirm her commitment to considering the extension of HS2 in a more appropriate time scale.