Oral Answers to Questions
Paul Maynard Excerpts(5 years ago)
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Michael Fabricant (Lichfield) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I understand the intense interest that there will be across the House in this issue. The Oakervee review is ongoing and will consider all three phases of the project. I met Douglas Oakervee last week for an administrative discussion about the review, and once the review is finalised the Department has committed to making it public.
Michael Fabricant
It is not just the cost of HS2, but the route: it does not even connect with Birmingham New Street or Heathrow, or meet its original intention of connecting with the channel tunnel. It does none of those. Doug Oakervee has told me that the amount of time they have to consider all this is very limited—it is very challenging indeed—and there is not enough time to consider alternative routes, so will the Minister consider giving them more time to do just that?
Paul Maynard
As I say, we have not put any time limit on Mr Oakervee’s findings, and he will report when he is ready to do so. As my hon. Friend will know, the current plans for phase 1 would see passengers connecting to Heathrow via Old Oak Common, and services would also call at Euston where passengers can make onward travel plans, including to Eurostar at King’s Cross St Pancras.
Graham Stringer (Blackley and Broughton) (Lab)
Any change to the route of HS2 is likely to lead to further delays and extra cost. Is not the solution to HS2 to put competent people in charge of delivering it, and not to mess about with it and give an advantage to those who are opposed to it?
Paul Maynard
I have no doubt that Mr Oakervee is watching proceedings here carefully this morning to hear what colleagues have to say. That will be one of the issues that comes within his terms of reference and he will be reporting on.
Dame Cheryl Gillan (Chesham and Amersham) (Con)
It is reported in New Civil Engineer this morning that the advisory panel to the so-called independent Oakervee review has been asked to sign non-disclosure agreements in an attempt to stop leaks. How can it be right that a publicly funded project is again trying to conceal information about its viability by gagging the very people who have in-depth and up-to-date knowledge of this dreadful project?
Paul Maynard
Mr Oakervee is trying to ensure that he works consensually with the panel to ensure that they reach a single report. The management of the panel and the individuals on it, who cover a wide range of views, is a matter for Mr Oakervee.
Tim Farron (Westmorland and Lonsdale) (LD)
HS2 is an investment for the north of England, but it would be a lot more popular in the north of England if the trains actually stopped somewhere in the far north of England. At present, there are no plans whatsoever for HS2 trains to stop in Cumbria, even though the Lake District is the biggest visitor destination in the country after London. Will the Minister fix this immediately?
Paul Maynard
The hon. Gentleman is perhaps tempting me to go a little too far in presuming that everything is going ahead. I do not want to pre-empt Mr Oakervee’s report, but he will be aware that under the previous plans, classic-compatible trains will run north of Wigan and will therefore be able to stop at a range of stations, including Kendal, Oxenholme in the Lake District and Carlisle. That is part of what the West Coast Partnership will be able to consider.
Mr Speaker
I congratulate the right hon. Member for Aylesbury (Sir David Lidington) on his moderately demonstrative tie.
Sir David Lidington (Aylesbury) (Con)
From you, Mr Speaker, I take that as a compliment.
Will my hon. Friend instruct HS2 Ltd that it and its contractors should follow its own construction code and give local residents along phase 1 due and proper advance notice of the enabling works that it intends to carry out, instead of the high-handed, peremptory and arrogant approach that HS2 Ltd is currently taking?
Paul Maynard
I am disappointed to hear what my right hon. Friend has to say and I am more than happy to meet him to obtain further details. It is very important that HS2 Ltd continues to work with local communities rather than acting upon them when it carries out these works. I look forward to hearing further details.
Rachael Maskell (York Central) (Lab/Co-op)
Not only has the Williams review yet to see the light of day, but the Oakervee report is ready. His team has pulled out all the stops to get this to the Minister next week, so why is the Secretary of State saying that he will not publish it until after the general election? Is it because he intends to cut off the economic opportunities of the north, or is he worried that it will upset voters in the south?
Paul Maynard
I will take no lectures from the hon. Lady on how to support the north economically, or indeed, in transport terms. I am delighted that she lives in a world of alternate reality—neither the Secretary of State nor I have received Mr Oakervee’s report. She clearly knows more than I do, or maybe she is making it up. [Interruption.]
Robert Courts (Witney) (Con)
Adam Afriyie (Windsor) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
My Department and the Civil Aviation Authority have conducted assurance work on the financing and affordability of expansion proposals. This has concluded that, so far as can be assessed at this stage and assuming current market conditions, Heathrow is in principle able to privately finance expansion, but we will continue to monitor this as plans mature.
Adam Afriyie
Given the compounding costs and constraints on a third runway at Heathrow, it seems unlikely that it will ever be built. What Heathrow has succeeded in doing is blocking its more competitive rivals from building extra capacity. In that light, when will the Government review their decision?
Paul Maynard
The airports national policy includes a requirement that any developers should demonstrate that their scheme is cost-efficient and sustainable, and that it seeks to minimise costs over its lifetime. It is a responsibility of scheme developers to follow the process set out in the Planning Act 2008 and to submit proposals to the Planning Inspectorate. We will consider the merits of potential schemes before referring them to the decision-making Minister with the recommendation.
Andy Slaughter (Hammersmith) (Lab)
The Minister of State, Department for Environment, Food and Rural Affairs, the right hon. Member for Richmond Park (Zac Goldsmith) says it is “bonkers”, the Transport Secretary doubts that it stacks up financially and yesterday the Prime Minister told me that he has “lively doubts” about it. When will the Government stop playing with the lives of millions of people in the west of London and cancel this disastrous project?
Paul Maynard
The prudent thing for the relevant Minister to do is stick within the airports national policy, which was endorsed by this House with a large majority, and the decision by the House to back a third runway at Heathrow, which was also endorsed by an overwhelming majority.
Justine Greening (Putney) (Ind)
Does the Minister at least agree that it is important to give people and local communities the information they need to understand the decision that has been taken? Notwithstanding the Prime Minister’s words in Prime Minister’s questions yesterday, the Department is still pressing ahead with this very unpopular transport project and neither reviewing, nor reversing it.
Paul Maynard
In an attempt to seek some degree of agreement with the right hon. Lady, since I came into this role I have made a point of meeting community groups across the south-east, as well as the airports, to understand their concerns and how we can try to resolve some of the trust deficit that clearly exists between the two sides.
Mr Gregory Campbell (East Londonderry) (DUP)
Given the direct air connectivity between Northern Ireland and Heathrow, and indeed the Greater London airports, will the Minister ensure that he discusses with the Treasury the ongoing issue of air passenger duty, where our airports are at a significant disadvantage to those in the Irish Republic?
Paul Maynard
I am always cautious at the Dispatch Box not to trespass on the territory of APD, which is a matter for the Treasury, but I am sure the hon. Gentleman would welcome the renewal of the public service obligation to service the City of Derry airport.
Peter Grant (Glenrothes) (SNP)
Philip Davies (Shipley) (Con)
Many of my constituents think that, as far as the Government are concerned, “northern powerhouse” only means Leeds and Manchester, so will the Secretary of State prove my constituents wrong by unequivocally committing to a station stop in Bradford for Northern Powerhouse Rail, which is vital for the local economy?
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I am sure that my hon. Friend has heard what the Prime Minister has had to say on this matter. He will also know that Transport for the North is looking at options including Bradford for trans-Pennine links. I am immensely sympathetic to his argument.
John Grogan (Keighley) (Lab)
Jonathan Reynolds (Stalybridge and Hyde) (Lab/Co-op)
TransPennine rail services between Leeds and Manchester through Stalybridge and Mossley are clearly vital to this country. The previous Government changed their mind quite a lot on improvements, including on full electrification. What is this Secretary of State’s policy on TransPennine rail upgrades, and will he meet me to hear some sensible suggestions on the way forward?
Paul Maynard
I am happy to meet the hon. Gentleman. I am very interested and cannot wait.
Several hon. Members rose—
Mr Speaker
It is incumbent upon a Minister to own up if he or she considers an error to have been made. I would simply say that as a matter of fact Members must be assumed to speak what they believe to be true. It all happened very quickly, and I did mutter at the time that a Member will say only what he or she believes. So it was, I think, infelicitous, at the very least, and a gracious withdrawal would be appreciated.
Paul Maynard
I have not received the said report, but I am happy to clarify the point and I withdraw the exact comment.
Mr Speaker
I am extremely grateful to the Minister. I thank him for that and we will leave it there.
Luton Airport Expansion
Paul Maynard Excerpts(6 years, 10 months ago)
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The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
It is a pleasure to serve under your chairmanship, Mr Gray. I congratulate my hon. Friend the Member for Hitchin and Harpenden (Bim Afolami) on securing his first Westminster Hall debate. We can safely assume that he could afford a 90-minute debate, given the local interest. I welcome the chance to respond to the points he has made. I sympathise with his concerns and will do my best to answer his points in the time available.
My crash course in Luton airport this morning and learning all about it has revealed that it has seen its 44th consecutive month of growth, with passenger numbers in 2016 16% higher than in 2015. Such growth is clearly continuing. The airport has 13 airlines operating regular scheduled and charter flights and six operating cargo routes. It is a busy major airport that flies to more than 30 countries with 70 destinations and 128 routes. It is the only London airport offering a scheduled service on 24 of those routes. It is a key employer in the local area, supporting around 30,000 jobs, putting £1.5 billion into the economy and around £500 million into the local economy surrounding the airport. All of that indicates that, as all Members have said this morning, it is an important and worthwhile contributor to the local economy. However, that does not obviate the points that Members make about the impact on local people’s lives.
We have started the process of developing a new aviation strategy, setting out the long-term direction for aviation policy to 2050 and beyond. The strategy will focus on consumers and cover the whole country. It will look at where Government could and should make a difference. Last year, we published a call for evidence that asked for views on a number of issues based around six objectives, which will be further consulted on in the coming year. The objectives will include ensuring that any new strategy addresses the impacts of aviation on local communities and the environment.
As part of the call for evidence consultation, the Government proposed that airports throughout the UK, including Luton airport, make the best use of their existing runways subject to environmental issues being addressed. We received a vast number of responses, as I am sure hon. Members can imagine, which we are currently analysing and to which we will respond shortly.
We warmly welcome the ambition of airports to respond to local and regional demand, and to invest in infrastructure to enable services to more destinations, with better facilities and more choice for passengers. That is particularly the case at Luton airport, where passengers are beginning to see the benefits of a £150 million investment programme, transforming the airport and passenger experience by expanding the terminal and passenger lounge, and building a new multi-storey car park.
Paul Maynard
I welcome that intervention. I was about to stop describing the positives of Luton airport and move on to the more controversial aspects, one of which is how the Government’s new approach to airspaces will hopefully address some of the concerns that my hon. Friend has expressed. I will come on to that shortly, if I may.
First, I would like to deal with the question raised by my hon. Friend the Member for Hitchin and Harpenden about who will take decisions on the expansion. I understand the concern that Luton Borough Council may take those decisions at the same time as being the airport’s owner. I am more than happy to confirm that, as a nationally significant infrastructure project, it will be a decision taken by the Planning Inspectorate, with reference back to the Secretary of State. Under section 23 of the Planning Act 2008, all airport expansion decisions that seek to increase their planning cap by more than 10 million passengers per year are required to follow the development consent order process and are considered nationally significant infrastructure projects. Such projects are subject to Government approvals as part of that process.
My hon. Friends the Members for Hitchin and Harpenden and for St Albans (Mrs Main) both asked what the Government’s position will be regarding any further expansion of passenger numbers beyond 18 million without the imposition of much greater conditions regarding noise concerns, flight route changes, and the use of airspace overall. We strongly recognise that noise disturbance from aircraft is of concern to local communities, and can be more pronounced at a time when an airport is experiencing growth. I know that the airport is already looking at trying to implement a higher performance-based standard on its westerly departure route heading to the English south coast. The main purpose of that measure is to reduce the overall noise impact of the route, including near the village of Sandridge—a particular hotspot for noise complaints. I understand that it may be consulted on later in the year. I urge hon. Members to engage with the airport to ensure that that occurs.
The Government’s role is to ensure that the right balance is struck between the environmental impacts and the economic and consumer benefits that aviation growth can deliver. All three Members who have spoken recognised that there are both benefits and negatives to having an airport in close proximity. We believe that noise is best managed at a local level and that Government involvement should be limited to strategic decisions. It is worth bearing in mind that Luton airport’s existing noise restrictions, set at a local level, are on the whole stricter than those set by the Government for the three designated London airports.
In line with the Government’s airspace policy published in October last year, any proposed flight path changes as a result of expansion will have to go through an options analysis. That will enable communities to engage with a transparent airspace change process and ensure that options such as multiple routes are considered for noise mitigation. That is a fundamental change in how we approach the concerns Members have expressed today. For example, there will be new metrics for assessing those impacts, including impacts on health and quality of life. There will be a new call-in power for the Secretary of State, applicable in airspace changes of strategic national importance, which provides, in my view, a democratic backstop for which communities have been calling. There will also be changes to compensation to ensure that impacts are properly reflected in what local people receive.
In addition, the Government have committed to establishing an independent commission on civil aviation noise to ensure that the noise impacts of airspace changes are properly considered, and to give communities a greater stake in noise management. As my right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning) pointed out, the people who live under the flight path are the experts. I always believe that we should listen to the experts when formulating policy. As somebody who grew up under the flight path from Manchester, I am more than aware of what it can be like to have planes overhead continually. The policies that we have introduced address the impacts of noise for those living underneath flight paths; will enable airspace modernisation; will give the opportunity to make the most of quiet and modern aircraft; will provide more predictable periods of relief from noise; and—critically in the south-east—will reduce the need for stacking.
My hon. Friend the Member for Hitchin and Harpenden made a point about asking for further information from Luton Borough Council on its plans to help to fund and support local infrastructure. The Government have set out the framework through which airports can plan for and lead improvement, growth and expansion, critically including surface access. Central to that is the fact that the airport is best placed to lead on surface access issues, including proposed infrastructure developments for the airport, in partnership with local enterprise partnerships, local authorities, business groups, passenger groups, and critically local communities. The current aviation policy framework recommends that each airport develops its own surface access strategy in collaboration with those stakeholders, and sets them out in an airport master plan and associated surface access strategy. The new aviation strategy on which the Department is consulting will ask how the Government can support the planning and delivery of improved surface access to meet passengers’ needs.
Passengers travelling to Luton airport by rail will benefit from the brand new light rail system, due for completion in 2020. That new £225 million rail link will replace the existing shuttle bus service and provide a direct link from Luton Airport Parkway station to the airport terminal. At Luton airport, the Government have also funded improvements connecting the M1 spur to the wider motorway network at the £30 million new junction 10a, helping to reduce congestion. Furthermore, and perhaps most pertinent to the points that my hon. Friend made, the south-east midlands local enterprise partnership has also secured more than £21 million of funding to improve local road access for passengers and for planned development around Luton airport.
My hon. Friend’s final point was one raised by all hon. Members: the importance of rebuilding trust between airports and local communities, not just regarding the expansion of passenger numbers, but more generally, addressing historical issues. I understand that the publication of the vision document by the airport owner—that is, Luton Borough Council—is the first step in quite a lengthy process. The council will have to undertake further consultations with local communities in both Hertfordshire and Bedfordshire, and with other stakeholders this year. That will include the airport operators as well. The plan is not theirs, but the council’s—the airport owner, as opposed to the operators.
We recognise that those who live closest to airports bear a burden of the costs. The Government’s current policy objective is to encourage the aviation industry and local stakeholders to strengthen and streamline the way in which they work together, particularly at local level. The airport is already actively engaging with its local community, both directly and through the statutory London Luton Airport Consultative Committee. Furthermore, I assure my hon. Friend that projects subject to the development consent order process as well as local planning processes have to go through multiple consultation stages, during which his constituents and other stakeholders will be welcome to interact and have their say. That will be a new process for Luton airport, which has not had to go through that before.
In conclusion, we are committed to building a successful aviation industry, which is why our strategy is designed to look forward as far as 2050. We have to put the passenger at the heart of that, but also to ensure that we address the needs of the wider industry as well as the communities around the airports. I hope my comments today reassure my hon. Friend on some of the key points, and will perhaps give him some further avenues to pursue in working with the airport to improve the lives of people in his community, and those of other hon. Members. I thank everyone for their attendance and attention.
Question put and agreed to.
Oral Answers to Questions
Paul Maynard Excerpts(6 years, 11 months ago)
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Rachel Maclean (Redditch) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
Only last month new inter-city express trains entered service on Great Western, and indeed east coast will be introducing new Azuma express trains from late 2018. We have also committed £55.7 billion on HS2 to transform the network and bring economic growth between our major cities, operating state-of-the-art trains.
Rachel Maclean
I thank the Minister for his answer and I welcome the rail strategy that was announced yesterday in the House. My right hon. Friend the Secretary of State knows of my keen interest in the express services from Redditch to Birmingham, and I am grateful for the interest he has shown by meeting me. Will the rail Minister agree to meet me and the train operators in the light of the new franchise that has been announced for our services, to look again at the business case and see whether we can push this issue forward?
Paul Maynard
I am always happy to meet colleagues, and train operating companies—indeed, at the same time is even better for me. We always seek journey time improvements on networks, not least by improving roll-out times for new rolling stock. I know that my hon. Friend will welcome the fact that we have earlier and later services from Redditch into Birmingham, and an increased frequency. I am more than happy to meet her to discuss what more can be done.
Ian C. Lucas (Wrexham) (Lab)
One of the ways of improving express train services is to open up new routes. Does the Minister agree with me and his right hon. Friend the Member for North Shropshire (Mr Paterson) that the opening up of a route from Chester via Wrexham and Shrewsbury to London would ease pressures on the Chester-London service and be an excellent, novel way of addressing capacity difficulties on the line?
Paul Maynard
I know that the hon. Gentleman listened carefully to yesterday’s strategy announcement, in which he will have heard a lot of reference to reopening lines and opening new lines. I am sure that we will be considering that idea further and I look forward to hearing further details.
Theresa Villiers (Chipping Barnet) (Con)
The Government have embarked on the biggest upgrade programme for our railways since the Victorian era. What role can that play in addressing the pressing need to improve our productivity in this country?
Paul Maynard
My right hon. Friend is quite right to point out that our significant investment in the railways is underpinned by our belief that we need to improve productivity. Just today, my right hon. Friend the Secretary of State will launch the HS2 productivity report in Nottingham, which will set out how we intend to use HS2 to improve our productivity performance here in the UK.
Mr Clive Betts (Sheffield South East) (Lab)
There is a lot of talk about improvements to the midland main line. Currently, the last train from Sheffield to London leaves some two hours earlier than the last train from other cities such as Manchester and Bristol. Will the Minister assure us that when the new franchise is let, that aspect of poor service delivery will be addressed?
Paul Maynard
I was not aware of the precise information regarding late services from Sheffield, but I am sure they are as entitled to a late departure as any other city in the north. We are looking carefully at the timetable as part of the new franchise, and I am sure that will be taken into account, given that the hon. Gentleman has raised it.
Martin Whitfield (East Lothian) (Lab)
Will the rail Minister say what discussions have been held with freight users about short-notice terminations of freight trains causing hundreds of tonnes of cargo to move on to our roads?
Paul Maynard
I am grateful to the hon. Gentleman for raising the issue of freight. It is an important part of our railway that perhaps gets overlooked by many who do not think carefully about how we utilise our rail network. I have frequent meetings with the rail sector and frequent engagement with officials in the Department. We always look to embed concerns about freight in any decisions that we take about the future of the network.
Mr Jim Cunningham (Coventry South) (Lab)
Jeremy Lefroy (Stafford) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I know my hon. Friend has concerns about the impact of HS2 on the major roads in his constituency. The project has a number of measures in place to minimise the impact of HS2 on the road network. HS2 Ltd is working closely with local highway authorities and Highways England.
Jeremy Lefroy
At the risk of clogging up my hon. Friend’s diary, will he meet me, other Staffordshire MPs and representatives from Staffordshire County Council, the city of Stoke-on-Trent and Highways England to ensure that preparations that are adequate, or more than adequate, are made so that the construction of this railway, if it goes ahead, does not damage regional and national business?
Paul Maynard
My hon. Friend need have no fear about clogging up my diary. It is always a pleasure to meet him, not least because I believe it is absolutely critical that we properly understand the impact on local roads and that all the relevant stakeholders, including local authorities, sit around the table with HS2 to address the details of its proposals.
Mrs Cheryl Gillan (Chesham and Amersham) (Con)
Paul Maynard
My right hon. Friend makes a valuable point. Part of what we have to consider is where there is the biggest impact on local roads. Where there is more extensive tunnelling, as in Buckinghamshire, less of the road network will be affected. I will, however, look carefully at her comment and, if I may, I will respond to her by letter with the precise formula.
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
As my right hon. Friend the Secretary of State told the House only yesterday, the private sector has generated almost £6 billion of private investment over the past decade, providing new trains, upgrading stations and transforming the passenger experience.
Jack Brereton
I thank my hon. Friend for that response. Will he please inform the House about what measures are being taken to improve services on the Crewe-Derby line—the north Staffordshire line—that runs through my constituency of Stoke-on-Trent South?
Paul Maynard
I share my hon. Friend’s concerns about the line; I often have to travel on it back to Blackpool myself. When I am in the east midlands, I am often struck by the fact that there is usually only a two-carriage train that is not always fit for the demand on that line. As he will know, the east midlands consultation is ongoing at the moment. We are carefully considering the responses, which include my hon. Friend’s. I am sure that we will see further improvements in the line as part of the bids that come forward.
Stephen Hammond (Wimbledon) (Con)
Paul Maynard
As the Secretary of State said yesterday, this is all about evolution rather than revolution. We have been aware since the time of the McNulty report of the attraction of bringing track and train together, and we need to make sure that such alliances work in the interests of passengers. The more that that occurs and the more we see the benefits of joint working, the more those benefits will develop across the entire rail network.
Helen Whately (Faversham and Mid Kent) (Con)
I welcome the publication yesterday of the invitation to tender for the South Eastern franchise. When the new franchise is let, I hope that we will see better services for my constituents in Faversham and Mid Kent.
I note that one part of the ITT is that there will no longer be a first class, in order to provide more space in trains and better travelling conditions. But constituents of mine with disabilities have told me that they use first class to make sure that they have a seat. What steps will my hon. Friend take to make sure that in future people with disabilities will be able to get a seat on busy trains?
Paul Maynard
That is a valuable point, although personally I do not believe that travellers should have to buy first-class tickets in order to be seated suitably. All train operating companies have an obligation to treat disabled passengers as fairly as possible, and I will reflect on how we can ensure that the aspect that my hon. Friend has identified is considered in the context of future franchises.
Dan Carden (Liverpool, Walton) (Lab)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
The latest statistics published by the Office of Rail and Road for the first quarter of 2017-18 show a slight decline in the number of rail journeys, although passenger kilometres and revenue have increased since the previous year.
Dan Carden
Since 2010, rail fares have risen by 27%, at twice the rate of wages, and the steepest fare hikes for five years are due in January. Meanwhile, passenger numbers are declining, and more and more of my constituents are being priced out of rail travel altogether. When will the Government accept that the whole system of rail franchising and private profiteering from our railways is utterly broken?
Paul Maynard
Opposition Members really should not try to draw conclusions from one quarter’s statistics to underpin their own ideological agenda. The simple fact is that far more passengers have been using our rail networks than ever before. I believe that privatised railways have been a success. The alternative that the hon. Gentleman has proposed would ensure that passengers were always at the back of the queue whenever any decision was made by any ghastly future Labour Government.
Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
More passengers are using the great western main line than ever before, but we need more investment in that line to ensure that journeys are fast and resilient. If our journeys are to continue to be slow, however, will the Minister commit himself to extending the GSM-R mobile phone trial that is taking place in Scotland and the north of England to Devon and Cornwall?
Paul Maynard
The hon. Gentleman is right to draw attention to growing demand for journeys to the south-west. I believe that Great Western is doing a very good job at running the franchise. We are very supportive of the work of the Peninsula Rail Task Force, and we are trying to pull together all the work that is being done to ensure that we have a clear idea of what more we can do. I will certainly consider the hon. Gentleman’s idea carefully.
Mr Philip Hollobone (Kettering) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
As my hon. Friend will know from yesterday’s statement, there are currently two trains per hour between Kettering and Nottingham serving the evening peak, and one train per hour during the rest of the day. Our proposal for the next east midlands franchise is for a minimum of one train per hour between Kettering and Nottingham throughout the day, but no firm decision has been made yet. I will listen carefully to my hon. Friend’s further representations.
Mr Hollobone
On any objective analysis, the superb submission to the east midlands franchise consultation by the Kettering rail users group must be one of the best that the Minister’s office has received. May I invite him to reread the submission in even greater detail, given that it contains an overwhelmingly compelling case for Kettering to be the optimum connectivity hub in the new east midlands franchise?
Paul Maynard
I happily pay tribute to the work of the Kettering rail users association; I always find that the views of those who use our rail network are a source of great wisdom. As my hon. Friend knows, we have had the biggest upgrade on the midland main line since 1870, with the creation of a sixth path. We are keen to maintain as many northbound opportunities as possible from Kettering, and I will review that submission in greater detail.
Sir Henry Bellingham (North West Norfolk) (Con)
Afzal Khan (Manchester, Gorton) (Lab)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
We are always keen to work with our Labour friends with whom we co-manage Rail North and Transport for the North. I recognise the importance of step-free access in Greater Manchester, and I will look at the station to which the hon. Gentleman refers to see what we can do.
Sir Nicholas Soames (Mid Sussex) (Con)
Marsha De Cordova (Battersea) (Lab)
Paul Maynard
I am grateful for the question. As the hon. Lady will know, we are having a consultation at the moment, through South Western Railway, listening carefully to what passengers want. We take all submissions seriously, so we will listen carefully to what passengers say in this consultation and respond in due course. I have heard her point.
Colin Clark (Gordon) (Con)
Will the Secretary of State keep in mind the other northern powerhouse, Aberdeen, and the economic importance of its airport, including in servicing the oil and gas industry?
Paul Maynard
My hon. Friend is right to identify that project as one worth considering, and I was discussing it only this morning with the Mayor of the west midlands, Andy Street. I am more than happy to have further conversations with my hon. Friend on that matter.
Alison Thewliss (Glasgow Central) (SNP)
Yesterday, I met people from nextbike, who run an excellent cycle hire scheme in Glasgow, which I often use to get to my surgeries. Does the Minister have any plans to regulate public cycle hire schemes, so that the public can be assured of their safety?
Lower Thames Crossing
Paul Maynard Excerpts(6 years, 11 months ago)
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The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I congratulate my hon. Friend on securing this debate on the lower Thames crossing. He raised his constituents’ concerns diligently, and I would expect no less from such an assiduous constituency MP. Before I respond to the detailed points he raised, I reassure all those who are impacted by congestion at Dartford that tackling congestion on the strategic road network has to be a priority for the Government and Highways England.
I beg my hon. Friend’s forgiveness for reflecting briefly on how we got to where we are. The idea of a tunnel crossing at Dartford was first proposed in the 1920s. Initially, a crossing between Tilbury and Gravesend was suggested to replace the ferry service, but that was rejected in favour of a route further upstream, nearer Dartford. Of course, the Tilbury to Gravesend ferry is still in operation today, providing a half-hourly service.
Meanwhile, the Dartford crossing has provided the only road crossing of the Thames east of London for over 50 years. It is now one of the busiest roads in the country, used 50 million times a year by commuters, business travellers, haulage companies, emergency services and holidaymakers alike, connecting communities and businesses; providing a vital link between the channel ports, London and the rest of the UK; enabling local businesses to operate effectively; and providing access for local residents to housing, jobs, leisure and retail facilities on both sides of the river. In summary, it is a critical part of our strategic road network.
The crossing opened in stages as traffic demand grew. The west tunnel opened in 1963, the east tunnel in 1980 and the bridge in 1991. The existing crossing, as my hon. Friend pointed out, is at capacity for much of the time and is one of the least reliable sections of our strategic road network of motorways and major trunk roads. As he well knows, congestion on and the closure of the existing crossing occur frequently. That creates significant disruption and pollution, which impacts on communities and visitors locally, regionally and, indeed, up and down the UK.
The Government recognise that a lower Thames crossing is needed to reduce congestion at the existing Dartford crossing and to support economic growth across the region. The objectives of the scheme include affordability for both the Government and users, value for money, improved resilience of the Thames crossings and the major road network, and minimising adverse impacts on health and the environment by improving safety.
In 2009, the Department examined five locations where an additional crossing could be built. The most easterly of those were found to be too far from the existing crossing to ease the problems at Dartford and were eliminated from further consideration. In 2012, the Department began to appraise the remaining three locations, leading to a public consultation the following year. Location A was at the existing crossing, location B would have connected the A2 and the Swanscombe peninsula with the A1089, and location C was to the east of Gravesend. Later that year, the Government announced a decision not to proceed with location B because of the impact on local development plans and the limited transport benefits.
The Government published their response to the consultation in July 2014, confirming the need for an additional crossing between Essex and Kent. It commissioned Highways England to carry out a more detailed assessment of the remaining two locations, A and C.
More than 47,000 people took part in the consultation, making it the largest-ever public consultation for a UK road project. Highways England analysed the consultation findings and reported back to the Department for Transport, and in April 2017 we announced that our preferred route for the crossing was at location C. The route comprises a bored tunnel under the Thames, a new road north of the river, joining the M25 between junctions 29 and 30, and a new road south of the river, joining the A2 east of Gravesend. The preferred route announcement allows for detailed design and assessment to be carried out on the route. Highways England has written to everyone within the development boundary and has contacted the 22,000 people who have registered for updates.
Having responded to the feedback received during the preferred route consultation, Highways England is now undertaking further work to understand the extent to which it might be appropriate to increase the tunnelled section of the route to reduce noise and other environmental impacts. Furthermore, in relation to some of the concerns my hon. Friend has just raised, Highways England is now putting forward some important changes to the project design in response to the feedback it received in the consultation.
The changes include a new design for the junction with the M25 to help it blend better with the local landscape; a new junction and link road at Tilbury to reduce the impact of HGVs on local roads; the removal of the proposed A226 junction at Gravesend Road to reduce the impact on local villages, as my hon. Friend mentioned; a new design for the junction with the A2 and a widening of the A2 through to junction 1 of the M2 to help improve traffic flow; and a proposal for three lanes in each direction between the A2 and A13, rather than just two, as this could provide greater benefits. In addition, Highways England will be assessing carefully the air quality and other environmental impacts of three lanes as it continues its design work. All the updates to the route design will be consulted on in 2018. This will allow all interested parties, including my hon. Friend, a further opportunity to give feedback on the latest version of the route.
An option to create a new crossing at Dartford was thoroughly assessed but rejected as it would not provide sufficient additional free-flowing capacity to the network. A new route at the existing crossing would not improve traffic resilience and would still cause severe congestion. The route would take at least six years to build and cause severe disruption affecting hundreds of millions of journeys while under construction. It would also worsen air quality and noise pollution in the immediate Dartford area.
The lower Thames crossing should not be seen as an isolated proposal. We have listened to concerns about the existing Dartford crossing.
Adam Holloway
I appreciate the constructive way in which my hon. Friend and the other Ministers have approached this since the decision was made, and, as I said, Highways England is being very decent, but I must return to my earlier point. How is a road that will reduce congestion at Dartford by only 14% still about traffic mitigation? It is not about sorting out Dartford; it has morphed into an issue of economic development, and we are kidding the public if we suggest otherwise.
Paul Maynard
I recognise the point my hon. Friend is trying to make. I have tried to make it clear that I am focusing on the traffic management aspects of the project, rather than the issue of wider economic benefits to which he refers.
I want to explain some of what we are seeking to do to improve matters at the Dartford crossing. Like many people, I recognise the concerns about the crossing. Anyone who has to drive through it will always bear in mind the possibility of severe delays. Highways England keeps the safety and performance of the crossing constantly under review to identify areas that can improve the crossing for all road users. The traffic safety system, introduced as part of the Dart charge, continues to be improved, together with the management of dangerous goods and abnormal loads.
Actions are being taken to improve the management of traffic during incidents and ensure the reopening of lanes as soon as possible afterwards. The road signing on the northbound Dartford crossing approaches is being reviewed, as is the movement of different types of vehicle as they approach the crossing, to see what improvements can be made.
Work continues with local authorities on both sides of the crossing to improve traffic flows between the local and strategic road networks, and I know that my hon. Friend the Member for Dartford (Gareth Johnson) is closely involved in those very discussions. That includes joint working by Highways England and Kent County Council on a number of improvement measures for the junctions used by traffic approaching the crossing directly from Dartford. Highways England will continue to monitor the conditions at the crossing to understand how various factors are contributing to its underlying performance. It will also evaluate the impact of the measures implemented, and the public will be kept informed of the findings.
Last but not least, as was announced alongside the preferred route for the lower Thames crossing, we are committed to delivering a £10 million package of measures over the next four years to improve traffic flow at and around the existing Dartford crossing. The roads Minister, my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), meets the chief executive of Highways England monthly, and I can assure my hon. Friend that the performance of the existing crossing is kept under regular review.
I heard very clearly my hon. Friend’s suggestions about connected and autonomous vehicles, and I assure him that they are a frequent topic of debate in the Department. We want to ensure that all road projects take account of the future use of technology, and of how that might change road use in particular.
We recognise that there is more to be done at the existing Dartford crossing, and I am sure that Highways England will keep my hon. Friend and neighbouring Members updated on its plans and future actions. I was pleased to hear that representatives of Highways England were able to meet my hon. Friend today, so that they could go through the plans in more detail, and I hope that that engagement will continue and deepen.
I trust that I have reassured my hon. Friend about some key facts. The Government understand the critical role played by the Dartford crossing and the M25 in our strategic road network, but we also understand its local significance for residents on both sides of the estuary, including those in my hon. Friend’s constituency. We take congestion at the Dartford crossing, and in the wider Dartford area, very seriously, which is why we are taking action to improve matters in both the wider strategy network and the Dartford area.
Adam Holloway
I greatly appreciate it.
Honestly, I love my constituents, but if I thought it was right to put the crossing there, I would man up, look them in the eye and say, “I am really sorry, but this is the correct decision.” Under any Government, including a Labour Government, I would say, “This is the right thing to do.” However, it is not about that. It is blindingly obvious to anyone that if we do not fix the M25 at Dartford, we will not fix the problem. What is the Department’s response to the fact that its own figures say that this new crossing will reduce congestion by only 14% at today’s rates, let alone by the time the thing is built? There is a desperate need for a new crossing at Dartford, and the Government will have to come back to it at some point.
Paul Maynard
I recognise the principal point that my hon. Friend is trying to make. The message that I am trying to communicate in return is that there are more ways than one of tackling the problem. I believe that substantial improvements can be made at the Dartford crossing in terms of ensuring its reliability and its stability, to ensure that when incidents do occur the road can be cleared as quickly as possible. I also think, however, that there is a wider strategic justification for the lower Thames crossing, which is why the Government made their announcement back in April.
We have to plan not just for the short term, but for the medium and the long term as well. We must develop the proposals for the lower Thames crossing as part of one of the biggest programmes of investment in the strategic road network in a generation. It supports motorists by investing in our motorways and our major A roads, which will boost economic growth, locally, regionally and nationally. That is why I think that we have made the right decision for the people of Kent, and for the people of Britain as a whole.
Question put and agreed to.
Guards on Merseyrail Trains
Paul Maynard Excerpts(7 years ago)
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The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
It is a pleasure to serve under your chairmanship, Madam Deputy Speaker.
I congratulate the hon. Member for Liverpool, Walton (Dan Carden) on securing the debate, and also on delivering his thoughts in such a cogent and well-balanced way. I am pleased to see that so many Members from both sides of the Mersey and, indeed, slightly beyond it are present this evening: I think that that demonstrates the importance that so many in the Mersey area attach to the issue. I suspect that I am not the hon. Gentleman’s whole intended audience, and I am sure that many more will pay attention to it in the area of the city region.
As I am sure all Members know, Adjournment debates give Members worthwhile opportunities to raise important constituency matters, and the hon. Gentleman has certainly done that this evening, but he will probably not be surprised to hear me say that their value can be weakened when the issue under discussion falls not just without the jurisdiction of the responding Minister, but without that of—in this instance—my Department.
Since 2003, matters concerning Merseyrail have been entirely devolved, and have been the responsibility of the transport authority, Merseytravel, and the train operator itself. Although that prevents me from commenting directly on many of the points raised by the hon. Gentleman, I will do my best to give him a worthwhile response that deals with the broader issues that he has raised. Sadly, tempted though I am to try to engage with his wider points about Labour party policy, time probably does permit me to explain fully why I think that the idea of a state monopoly should fill every single passenger with nothing but dread.
Paul Maynard
Given the lack of available time, it is only fair that if there are interventions, I should devote my responses to the hon. Member for Liverpool, Walton. He can choose the moment at which to launch his salvo in my direction, but I suspect that divergence will increase as my speech proceeds.
Merseyside in particular has experienced the value of the public-private partnership that has driven the renaissance in passenger rail services since 1996, but before I say more about Merseyrail in particular, I want to take a minute to look at the bigger picture.
Just a few weeks ago, we published our rail spending commitments for the period up to 2024: £34.7 billion of public investment in our railway plus £13.2 billion from private sources including network charges and fares. This carries into another decade the greatest investment in our railways since the time of Queen Victoria. It will deliver improvements in punctuality and reliability for passengers, as well as supporting thousands of jobs in the supply chain and the wider economy. Why are we making this money available? It is for quite a simple reason—because the privatisation of our railways has succeeded. I will never apologise for repeating the statistics. Passenger journeys have more than doubled since 1995. We now have the most improved railway in Europe, and the safest major railway.
As Merseyrail is a devolved concession, key strategic decisions are made at a local level by the Liverpool City Region Combined Authority. Merseyrail holds a 25-year concession, which commenced in July 2003, with the efficient operator reviews undertaken every five years. Merseytravel lets the concession for the Merseyrail network, setting the specification for service provision and the terms and conditions of contract under powers devolved from the Department for Transport back in 2003. The Merseyrail concession is different from most train franchise contracts, which are awarded by the Department for Transport. The only other franchise that is even remotely similar is that of the London Overground network. This local concession agreement has allowed both Merseytravel and Merseyrail to work closely together to respond to local demands and needs. Ultimately, the greatest beneficiaries are the passengers.
The length of the concession—25 years—distinguishes Merseyrail from many other train operating companies, whose contracts average between seven and 10 years. For this reason, Merseyrail and Merseytravel are in the enviable position of being able to take a long-term perspective on the investment and development of their rail services. This arrangement means that control of the concession rests wholly within the city region, ensuring strategic direction and leadership with a strong local focus and ensuring that developments fit with the city region’s prioritised requirements embedded within the wider long-term rail strategy that it has developed itself. The nature of the concession sees Merseytravel working in close collaboration with Merseyrail, directly addressing local demands for the ultimate benefit of passengers.
When the previous franchise ended back in 2003, local politicians quite clearly wanted to respond to the needs of the rail users much better, and to implement changes that would improve the network for the benefit of customers and support the growth of the city region economy. They wanted a longer-term partnership approach with the operator to enable ongoing investment programmes to continue with risk being shared. This led to a highly demanding specification based on customer requirements and the needs of the local economy. Following a robust procurement process, 2003 saw the transfer of responsibility for the Merseyrail Electrics heavy rail franchise from the then Strategic Rail Authority to Merseytravel.
Dan Carden
In my speech, I congratulated Merseytravel on the ability to secure provision of these trains in the public sector, which means that they will be 30% cheaper than if they were bought through private means and private loans. But the one thing we cannot do is have a publicly run rail network across Merseyside because of the legislation of the UK Government. It is okay for Dutch public railways and public railways from other countries to come and run our railways; does the Minister not think that his Government might like to run a railway system sometime?
Paul Maynard
I heard the hon. Gentleman’s point earlier. My response is that that is not Government policy and nor do I ever see it being Government policy while my party remains in power. The opportunity to have a public monopoly on our railways may be in the interest of the Labour party, but it is not in the interests of passengers.
The agreement with Merseytravel is worth hundreds of millions of pounds. Indeed, the grant for 2017-18 alone is close to £82 million. This framework gives the transport authority the confidence necessary to plan major long-term investments. That is why the quality of train services, stations and the whole experience of travelling on the Merseyrail network have been transformed since 2003. Indeed, Merseyrail has to be seen as an exemplar for the value of devolution and for local decision making where that is appropriate and practical.
On the day of devolution, Merseytravel rightly stated that its ambition was to shed the label “Miseryrail” by putting passengers first. Within a year, the first results of this transformation were apparent. Passenger satisfaction was up, particularly in relation to punctuality and the way in which passenger requests were handled. By autumn 2004, Merseyrail was top of the national customer satisfaction league for the first time in its history, and since 2008, satisfaction has never dropped below 90%.
A major contributor to this success story has been the collaborative partnership between the operator and Merseytravel within a concession agreement that also sets out a demanding service specification. The flexibility of local control has allowed both parties to develop a stream of initiatives to increase capacity, to tailor fares and services to local markets, to enhance trains and stations—such as Liverpool South Parkway, which I know well—and to improve punctuality.
Stephen Twigg (Liverpool, West Derby) (Lab/Co-op)
I hope that the Minister will respond to the point made by my hon. Friend the Member for Liverpool, Walton (Dan Carden) about the £32 million cut in central Government funding for Merseytravel, which is forcing it to make decisions that it would not want to make if it had the funds available.
Paul Maynard
As I have said, we have committed £82 million in this calendar year, which will give Merseytravel the confidence to make investments in rolling stock. It can choose how to invest that money. I think that Labour Members would be deeply disappointed, or indeed apoplectic, if I were to start questioning the decisions of the elected city Mayor of Liverpool or of the city region Mayor. The point of devolution is that local people have to take these decisions, through their representatives, and that is what they are doing.
The investment that we have made facilitated the operation of longer trains in 2008 and the doubling of Liverpool to Chester services in 2010. In 2014, Merseyrail also invested £3 million to make a second fleet refurbishment possible. Those are all examples of investment occurring in Merseyrail. Indeed, Merseytravel and Merseyrail have regularly jointly funded extra late-night trains during special events and trains on Boxing day, and this approach has been a great success. Passenger demand has consistently exceed targets. It has grown over 30%, from 27 million passengers a year to well over 35 million now, and it is approaching the point where the current train fleet, one of the oldest in the UK, will need the £460 million investment in new trains that will be rolled out for passengers by 2020.
In closing, I hope that I have been able to demonstrate how the public-private partnership between Merseytravel and Merseyrail has helped to transform rail services in Liverpool over the past 14 years, and that there is no reason to suspect that local politicians in Liverpool are unable to take decisions in the interests of their city region.
Paul Maynard
Given that I have a short time left, it would be churlish of me not to give way.
Ian Mearns
The Minister is not addressing the issue of having a second safety-critical person on the train. This applies not only to Merseyrail but to franchises around the country. He should have a clear position on the presence of a second safety-critical person on the train.
Paul Maynard
The topic of our discussion tonight is the presence of guards on Merseyrail trains. As Labour Members will know, they have a multiplicity of local Labour politicians to discuss this matter with, including the chair of Merseytravel, the elected city Mayor in Liverpool and the elected city region Mayor, all of whom have stood behind this decision. If we truly believe in devolving transport powers, we have to respect the decisions that are taken.
Let me restate my congratulations to the hon. Member for Liverpool, Walton on securing the debate. I am sure that he has had a ready audience across Merseyside for his comments—as I have said, I am sure that I was not the intended audience for those comments—and I am sure that the discussion will continue among his colleagues around Merseyside. We will monitor with interest what occurs.
Question put and agreed to.
Planning Act 2008: Development Consent Order
Paul Maynard Excerpts(7 years ago)
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The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I have been asked by my right hon. Friend, the Secretary of State, to make this written ministerial statement. This statement concerns the application made by Transport for London under the Planning Act 2008, of 29 April 2016 for a proposed development known as Silvertown Tunnel.
The application will allow for the construction of a new twin bore road tunnel to pass under the River Thames, providing a new connection between the A102 Blackwall Tunnel southern approach and the Tidal Basin roundabout junction on the A1020 Lower Lea Crossing, London.
Under sub-section 107(1) of the Planning Act 2008, the Secretary of State must make his decision within three months of receipt of the examining authority’s report unless exercising the power under sub-section 107(3) to extend the deadline and make a statement to the House of Parliament announcing the new deadline. The Secretary of State received the examining authority’s report on Silvertown Tunnel on 11 July 2017 and the current deadline for a decision is 10 November 2017 having been extended from 11 October 2017 by way of my written ministerial statement of 11 October 2017 [HCWS153].
The deadline for the decision is to be extended to 10 May 2018 (an extension of 6 months) to enable further consideration of the effect of the scheme on air quality (including its compliance with the updated UK plan for tackling roadside nitrogen dioxide concentrations published by Government on 26 July 2017).
The decision to set a new deadline is without prejudice to the decision on whether to give development consent.
[HCWS230]
Wales and Borders Franchise
Paul Maynard Excerpts(7 years ago)
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Westminster Hall is an alternative Chamber for MPs to hold debates, named after the adjoining Westminster Hall.
Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.
This information is provided by Parallel Parliament and does not comprise part of the offical record
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
It is a pleasure to serve under your chairmanship, Ms Dorries. I congratulate the hon. Member for Carmarthen East and Dinefwr (Jonathan Edwards) on securing this debate. He has taken a long-term interest in this issue, as indeed have the hon. Members for Dwyfor Meirionnydd (Liz Saville Roberts) and for Ynys Môn (Albert Owen). I hope that I can provide some reassurance. I realise it is tempting to provide a running commentary on these issues, particularly when one is not involved in the negotiations, but I hope that I can set the mind of the hon. Member for Carmarthen East and Dinefwr at rest. He has asked many questions on the issue, both of me and in the House more generally, so I know he is very knowledgeable on these matters.
I start by reassuring the hon. Gentleman that we are committed to devolving rail powers to the Welsh Government, as we stated in 2014. The devolution of these powers takes forward one of the Silk commission’s recommendations and is an important part of the St David’s day Command Paper that he referred to. Like him, I want improved rail services for passengers in Wales. I always focus on the output for the customer, not just the input into the train set.
Last month, we saw the launch of the invitation to tender for the next Wales and Borders franchise. I agree with the hon. Gentleman’s comments about the previous franchise. It was a very good example of some of the flaws of the earlier franchising models, and one that we hope to learn from in setting out what we aim to do with this franchise. I am sure he will recognise that it is one key milestone among many on the journey towards a new franchise.
It may help if I set out the other milestones that we seek to achieve. First and foremost, we hope that bidders will respond by 21 December this year to the ITT. The evaluation will take place over January and February, and between March and June 2018 there will be a contract award by the Welsh Government, signed on 13 June 2018, we hope, with a new franchise commencement date of 18 October 2018.
We have a clear set of timelines ahead that we are looking to achieve. I remain committed to supporting the Welsh Government in progressing with the procurement of the next Wales and Borders franchise to make sure that it does indeed commence in October 2018. I also repeat our commitment to progressing with the procurement of an infrastructure provider for the south Wales metro. I am sure that the hon. Gentleman would agree that devolution cannot be a simple task, and it is worth reminding ourselves of what the Government are actually doing. We have seen tireless work by officials, both here and in Cardiff, to give effect to the formal transfer of powers, which had required the resolution of a number of very detailed policy and practical considerations, particularly around cross-border services, but I am pleased that we have been able to agree the broad principles under which that devolution should happen. This will see Welsh Ministers’ statutory powers in Wales supplemented by powers exercised on behalf of the Secretary of State.
These proposed arrangements will, for the first time, enable Welsh Ministers to procure a franchise that, like the current one, includes important cross-border services to and from parts of England, as well as services entirely within Wales. I am sure the hon. Member for Carmarthen East and Dinefwr will agree that it is in Wales’ economic interests to have a strong set of cross-border connectivity, not least to Manchester airport to the north of Wales, and to London along the Great Western main line to the south of Wales.
Both the hon. Gentleman and the hon. Member for Ynys Môn raised the point about not-for-profit services. As they will understand, because this franchise involves cross-border services, the nature of the contracting vehicle cannot be a decision solely for the Welsh Government. That is why a not-for-profit solution, tempting though it may be to hon. Members, is not necessarily appropriate in this case.
Paul Maynard
I will give way just once, but I am keen to make sure that I answer the hon. Gentleman’s questions.
Jonathan Edwards
I am grateful to the Minister for giving way. Can he explain why, if it is indeed his Government’s intention to improve the transport links between Wales and England, they have taken the treacherous decision to cancel the electrification of the main line all the way to Swansea?
Paul Maynard
The hon. Gentleman is almost tempting me to give another 10 minute speech on how to improve rail services for passengers. I am afraid, as ever, that he falls into the trap of focusing on how we power the trains, and not the benefits for the passengers. As he will be aware, if the 40 miles from Cardiff to Swansea were to be electrified, that would have a cost-benefit ratio of less than 0.3, with no added benefits for passengers—not a single extra seat, mile per hour of the train, or minute off the journey time. As he will also be aware, the National Audit Office and the Public Accounts Committee have been clear that the Department needs to consider each electrification project in isolation to ensure that it still represents good value for money.
It is my duty as Rail Minister to focus on how to deliver the benefits for passengers in south Wales, including in his constituency, and to bring those benefits forward as soon as possible. That is what we are doing with the Intercity Express Programme trains that are already in operation. When electrification to Cardiff is complete, that will save 15 minutes on the existing journey time. Electrifying further to Swansea would not reduce that journey time by a single minute; nor would it add a single seat to any one of those journeys.
Albert Owen
The Minister makes an important point on the not-for-profit issue. He will know that the Secretary of State for Transport has the power, if a franchise were to go wrong, to operate it directly from the Department for Transport, which would run the franchise. Are those safeguards in the devolution settlement, so that the Welsh Government could take over if the franchise were to go wrong? That is very important. They could be a not-for-profit organisation, and that could lead to investment back into the railways.
Paul Maynard
The hon. Gentleman is right to identify the importance of the operator of last resort. Discussions are still ongoing with the Welsh Government, but those will need to be concluded before we lay the transfer of functions order before Parliament, which I am about to come to. If he bears with me, he will find out the answer shortly.
I reiterate the importance of ensuring that the Secretary of State has some duties relating to journeys in England. English passengers will be travelling on those trains, perhaps even between two English stations, so it makes sense for the Department for Transport to have a degree of oversight. It is worth further recognising efforts on both sides, in Cardiff and Whitehall, to make sure that we continue to draft the transfer of functions order appropriately. This very detailed set of functions—I gather more than 40—will need to be transferred under existing railway legislation. Technical work is progressing well, and I anticipate that the order will be laid before Parliament early next year. The proposed order will be subject to the affirmative resolution procedure in both Houses, so Members of this House can be assured that they will have the opportunity to scrutinise the detailed provisions. I am confident that we are on track to complete the transfer of franchising powers in Wales and other necessary agreements over the next few months, in good time for Welsh Ministers’ planned award and commencement of the new franchise contract.
Much positive and practical work has been done by both Governments in readiness for these responsibilities. As the hon. Member for Carmarthen East and Dinefwr identified, Transport for Wales has been established to help deliver both the new franchise and the south Wales metro project. As a Department, we are providing extensive support to help to progress all its aims and ambitions. He will no doubt be aware that the procurement process is already well underway. He referred to some of the bidders, and mentioned Arriva. It might be worth my explaining to hon. Members that every owning company in the country has only one bid team. When there are multiple franchise competitions at any one time, it can stretch the resources of individual owning groups, which may be participating in more than one competition at any one time. So I would caution against reading too much into Arriva’s specific decision on the Welsh franchise.
Both our Governments have worked together to deliver a series of milestones, most recently the ITT. Importantly, this has been facilitated by an agency agreement with the Secretary of State, whereby the Welsh Government published the ITT on behalf of the Secretary of State. Over the coming months, my officials will continue to work with Transport for Wales to develop the day-to-day franchise working arrangements to ensure that they are fit for purpose under the new contract.
I recognise the ambition that many stakeholders in Wales have to discover more about what the invitation to tender will contain and what the likely shape of the future franchise will be. I share that ambition; I am always keen to look at what the outputs for passengers are, and not just at the inputs might be. The hon. Gentleman will be aware that the Transport for Wales document, “Rail Services for the Future”, gives some indication of the future direction the franchise will take; but I am sure that like me, he would welcome more information from the Welsh Government about service enhancements that may or may not be proposed as part of the future vision.
I recognise that concerns exist that the rolling stock is not as good as it could be. That is always an important part of any part of franchise consideration, but I must reiterate that decisions about rolling stock will now be taken by the Welsh Government. I share the hon. Gentleman’s frustration about the fact that Pacers remain on our network. I very much hope that we take this opportunity to see the back of them, as we are doing on the northern franchise, for example. They are long past their sell-by date. I recognise the need for new rolling stock, but that will have to be a decision taken by the Welsh Government.
I continue to urge a collaborative approach with the Government in Wales. I am sure that the hon. Gentleman, as a Plaid Cymru Member, will judiciously judge both sides’ performance with equal criticality of eye. All options need to be considered in the development of future services, and I remain optimistic that passengers will see big improvements delivered in the next franchise, which will have to include devolution of the core valley lines infrastructure in some way, shape or form. We are committed to £125 million of investment as part of the wider deal in south Wales. I recognise the importance that the Welsh Government attach to their ambitions in this regard, and hope that we do all that we can to support them in that. I also recognise the ambitions for Cardiff station. Although predicted passenger numbers to 2043 show an increase, there is a particular issue in Cardiff around sporting and entertainment events, and I know that more thinking is going on in that regard.
We have already discussed Cardiff to Swansea, but it was important that our decision on that be accompanied by a commitment to work with Network Rail on how we can deliver further journey time savings both on the line out as far as Pembrokeshire and on the north Wales line, and to look at what other improvements we can make around the Swansea-Cardiff corridor.
It is worth stating clearly that we recognise that electrification can bring benefits to passengers; therefore, we do not rule it out on any stretch of the network, but it has to deliver benefits for passengers. There has been a tendency to regard electrification as the gold standard, but that is not always the case. Often, the benefits that accrue from electrification are because parallel infrastructure works deliver the journey time savings instead. I caution all hon. Members about assuming that if somewhere is not on an electrified line, it is a second-class destination in some way. That is very far from the case. Anyone who has travelled on the new IEP trains will see that they are very much state of the art. I do not think passengers on them notice when they change from diesel to electric power. They are high-quality rolling stock with 130 more seats per service and, when electrification is complete, journey time savings of 15 minutes.
I hope I have explained where I believe the process of the franchising and devolution to be. I have no doubt that the hon. Gentleman will come back with more questions in due course—I would expect no less from him—but I hope that that gives him enough to work on for the moment. I thank him for his time, and thank you, Ms Dorries, as well.
Rail Links: South-west England
Paul Maynard Excerpts(7 years ago)
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The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
It is a pleasure to serve under your chairmanship, Mr Evans. I congratulate the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard) not just on securing this debate but on his first debate in Westminster Hall—the first of many, I am sure.
I thank hon. Members who have come along and participated on the generally good-natured, good-spirited and constructive tone that they have all adopted. It has been a helpful debate. I will do my utmost to cover all the points raised, but as hon. Members can see, I have a carpet of notes before me that have been passed my way. If I do not cover everything, a simple email to my office might suffice to get more of an answer. However, I will do my best to cover everything in the time available before the hon. Member for Plymouth, Sutton and Devonport responds.
We are clearly seeing a great deal of change at the moment on rail in the south-west: brand-new trains, upgraded infrastructure, more capacity, faster journeys, greater resilience and greater reliability. That, after all, is what I believe passengers want. It is part of our record investment of more than £40 billion in the railways between 2014 and 2019, which will continue beyond that date to 2024, as set out in the statement of funds available that we announced just last week. We now expect to spend £48 billion on the railways between 2019 and 2024. It has allowed us to continue our extensive programme of renewals and deliver the enhancements deferred from the current period, to which the hon. Member for York Central (Rachael Maskell) referred. More than £5 billion is being invested in the wider modernisation of the Great Western route.
Amid all the numbers that we have released in recent weeks, I entirely understand that the frequent response is, “But what about project X in my particular local area?” We have not issued a great wodge of documentation that details the status of every single project, for the specific reason to which the right hon. Member for Exeter (Mr Bradshaw) alluded: we need to ensure that we do not disappoint people. When we announce a project, we need to understand its cost, scope and delivery, and have confidence that we can deliver it in the agreed timescale. That was a key finding that underpinned the reprogramming of control period 5, and led to the report by Dame Colette Bowe that was welcomed by the Labour Front Bench and the Government.
The Bowe report sets out another way to approach investment in the railway, by ensuring that we understand what we are putting our money into and make commitments only when we are confident that we understand them. That is a really important step forward. Over the remainder of the year, as part of our rail upgrade plan, we will make further announcements about how the insights from Dame Colette Bowe will inform the projects we take forward, and about where they sit among our priorities. We aim to take forward as many projects as possible, but we must ensure that we are confident in what we promise.
We have heard a lot about the peninsula rail taskforce, which remains a personal priority of mine; I thank my hon. Friend the Member for South West Devon (Mr Streeter) in particular for his kind comments. I stand by what I said at the launch: it is a most impressive piece of work, which I constantly cite to people around the country as a model for this sort of project. I do not want to be churlish, because I understand his desire for an official Government response, but I do not believe in gesture politics. A mere box-ticking exercise in which I issued a rigid ministerial statement entitled “Response to peninsula rail taskforce” would be less valuable than actual progress on the taskforce’s many recommendations. Some of that progress will occur as part of the rail upgrade plan, which will identify where different projects sit in the development process, but some of it will be delivered through franchise change, which operates to a slightly different timetable. I note that Great Western Railway is consulting locally on a scale never seen before in any franchise in the country. CrossCountry’s franchise is also coming up for renewal; it, too, is braving the south-west—even Torbay, I believe—and undertaking a consultation to understand what is most needed there.
I hear the frustrations of my hon. Friend the Member for South West Devon about trains not functioning at Dawlish in bad weather. My focus is on ensuring that we deliver the taskforce’s very worthwhile recommendations. When he sees the rail upgrade plan, I hope he will see the philosophy behind my seeming reticence today, but I am more than happy to continue discussions with all south-west Members in the all-party group about how to keep up momentum.
There may be an impression that we have done nothing since the launch of the taskforce. Far from it, we have done an awful lot, and I want to keep up that momentum. We are re-signalling the main line from Totnes to Penzance, providing faster journeys and potentially paving the way for the introduction of a half-hourly service on the Cornish main line. We are investing in 29 brand-new bi-mode AT300 trains for the route from Paddington to Plymouth and Penzance. We are completely overhauling the popular Night Riviera sleeper trains in Cornwall and expanding the Long Rock train maintenance site to help to maintain them.
We are continually investing to provide more solutions to deliver a more resilient railway in the south-west, and the taskforce’s blueprint remains a very important part of our work. It continues to work with Network Rail on its “Speed to the West” plans. Many hon. Members have mentioned the potential for selective electrification in the Devon banks. All that worthwhile work is ongoing; we need to do all we can to support it and get it to the next stage of development, which I look forward to.
There are several things that Network Rail can do to reduce journey times to Plymouth and the south-west more widely, which is the ambition of the hon. Member for Plymouth, Sutton and Devonport. It can try to understand how the benefits of the new trains can be maximised; it can look at the causes of dips in speed across the route; it can ascertain what quick wins can be delivered to achieve incremental marginal gains to demonstrate journey time improvement; and it can consider the discrete electrification proposals with its research and development department.
We can make significant improvements to journey times on this line, partly through new timetabling, which will be consulted on and introduced in the coming months. At the moment, there is a wide spectrum of journey times to Plymouth—between three hours and three and a half hours—but we may be able to begin to reduce that through better timetabling, so there is more good news to come.
Many hon. Members have mentioned the new IEP trains. There were initial hiccups—the train that has the politicians in it is always the one that breaks down on day one—but such is life. That investment will see much-improved reliability, increased capacity, reduced journey times and improved emission rates. The hon. Member for York Central might be forgiven for not noticing the statistics released today that show a 5.5% reduction in carbon dioxide emissions per passenger kilometre since last year. I welcome that and its continuation in years to come.
The AT300 bi-mode trains will not only improve connectivity with London, but significantly enhance it within the region. Many hon. Members mentioned local rail services that they would like to be improved. The hon. Member for Bristol North West (Darren Jones) referred to the Henbury spur and loop. Exeter is booming and has many ambitious plans for local transport. The network is growing. Hon. Members also mentioned the two separate competitions for the new stations fund, in which Portway Parkway and Reading Green Park were successful but, sadly, Edginswell and Marsh Barton were not. I am keen to work with all the local promoters of unsuccessful station proposals to help them to do better in the next competition and maximise their chances of winning. I am always happy to work with anyone who wishes to work with me.
I stress the importance that the Government attach to ensuring reliability. The situation at Dawlish is important and we are addressing it—we have already put money in. The rail upgrade plan will help us to understand how to ensure that Network Rail’s current work leads to meaningful work in the next two control periods. I thank hon. Members for participating in the debate. No region should ever feel that it is left out of the transport picture. The taskforce report is a fine piece of work, and I look forward to working with hon. Members on all sides to make it a reality.
Luke Pollard
I thank the Minister for his reply. I am grateful to hon. Members on both sides of the House for expressing their passionate and sincere belief that we need a better deal for rail in the far south-west. It is clear from all the schemes that they mentioned that there is a good case for investment. Although I understand why the Minister was not able to give assurances, I imagine that we will all look carefully at the autumn Budget for the £600,000 and the £30 million. Will the Minister write to hon. Members about the global system for mobile trial?
Luke Pollard
That is great. All members of the all-party group have a strong sense that the south-west deserves its fair share of funding. I anticipate that hon. Members on both sides of the House are gearing up to an intensified, relentless campaign. I am sure the Minister will be back to discuss this further in the future.
Question put and agreed to.
Resolved,
That this House has considered improving rail links in south-west England.
Oral Answers to Questions
Paul Maynard Excerpts(7 years, 1 month ago)
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Henry Smith (Crawley) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
We are investing some £80 million through our smart ticketing on national rail programme, so that all passengers have a paperless option for their journey by the end of 2018. We are also working to facilitate a rail industry pilot of smartcards on mobile phones, as well as rolling out pay-as-you-go ticketing across the hon. Gentleman’s franchise.
Henry Smith
I welcome Southern railway’s plans to introduce smart ticketing across its network. I have also put in a request for the Oyster system to extend south of Gatwick airport to Three Bridges and Crawley stations. However, will my hon. Friend please speak urgently with GTR, the parent company of Southern, as their new ticket machines at many stations, including Three Bridges, have been malfunctioning, causing passengers significant disruption and queues? That situation needs to be resolved.
Paul Maynard
I am grateful for that comment. Ticket vending machines, which are meant to be among the most straightforward of equipment on our railways, seem to cause more problems than any other type of equipment. I understand that Govia Thameslink Railway is due to visit every ticket machine over the coming fortnight to make sure that the software is updated and that the machine functions properly, although I share my hon. Friend’s concern and will be meeting the supply chain in due course to emphasise the importance of getting this right.
Kate Green (Stretford and Urmston) (Lab)
I welcome progress on smart ticketing, and also plans for new ticket machines on the station platforms in my constituency, but the Northern Rail service through my constituency has been absolutely abysmal in recent weeks. May I echo the question that my hon. Friend the Member for Dewsbury (Paula Sherriff) asked? What is being done to hold train operating companies to account when trains are overcrowded and short of carriages, and when there are cancellations and delays and people cannot even get to work on time?
Paul Maynard
I share the concern. We have continuous contact with the train operating companies at an official and a ministerial level—I frequently meet them. Where there are sustained examples of poor performance, they are escalated to what is called the national taskforce, where the train operating company must present to the wider industry what measures it is taking to reverse poor performance, and I will then meet that train operating company. I recognise the concerns around Northern. My primary concern at this stage is to ensure that new infrastructure is opened around the Greater Manchester area so that Northern can operate new rolling stock to replace the appalling Pacers, and introduce the new services that the Ordsall Chord, in particular, will enable.
Nigel Mills (Amber Valley) (Con)
Can the Minister require train operators to allow passengers who start their journey at a station that has no ticket facilities to use a print-at-home ticket, so that passengers at Langley Mill station in my constituency can actually use the cheaper advance tickets that they currently cannot?
Paul Maynard
I think that is a perfectly fair observation. We are seeking to ensure that when technology enables new forms of ticketing to be introduced, we move on that as far as possible. That includes paperless ticketing. It also includes work on barcode ticketing, which can be displayed on mobile phones. We have to do much better at ensuring that people may choose the ticket mode that works best for them.
Dr David Drew (Stroud) (Lab/Co-op)
I welcome what the Minister says about smart ticketing, but in advance of that, might he have a word with the rail authorities about how many tickets they send out? When someone pre-books, they get between eight and 10 tickets. Surely it is not beyond the wit and wisdom of the rail companies to put that information on one ticket. I hate to think how many forests we cut down for one rail journey.
Paul Maynard
I think that the rail authorities have already heard what the hon. Gentleman has said. I have noticed that I now get my seat reservation and my ticket on the same piece of paper, instead of on five. As we move towards more forms of paperless ticketing, we should have no pieces of paper at all unless we want them.
Rachael Maskell (York Central) (Lab/Co-op)
We were told £45 million, but the cost was £96 million. We were told 11 train operators co-ordinated, but it was just five working separately. We were told all passengers, but it was just season ticket holders, and full season ticket holders at that. Only 8% of those now eligible are using the system, with its scope cut, and it being overspent and massively overtime—and then the Government handed the problem back to the train operators. From this example in the south-east, can we really have confidence that the Government can deliver smart ticketing?
Paul Maynard
There is quite a straightforward reason why we can have confidence about the future, and it is largely because the south-east flexible ticketing programme did not just deliver smart ticketing across the south-east, which many passengers are now using, but put in place the architecture and computer systems that will enable smart ticketing on national rail to be a success.
Rachael Maskell
Well, it was a pretty damning report from the National Audit Office. Yet again we have a Government unable to deliver on the railways and on something as simple as smart ticketing. Labour will be at the cutting edge of rail tech, while this Government still expect people to book separate tickets from separate operators—one national chaos under the Tories, one national public service with Labour. How much longer will the Government champion fragmented ticketing on a fragmented railway?
Paul Maynard
I always get rather frustrated when people have had an answer but paid no attention to what I said—but there we go. The report from the National Audit Office was important. It contained a number of lessons, which we took on board when setting out the national smart ticketing programme. Technology is changing rapidly. We have to make sure that the schemes we put in place now meet what technology can do in a year’s time, or two or three years’ time. We will be moving fast with tickets, and tickets will be unbelievably advanced by the time the Labour party ever gets back into power.
Luke Hall (Thornbury and Yate) (Con)
Stephen Hammond (Wimbledon) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
A thorough analysis of the Crossrail 2 business case is being carried out by the Department to ensure it is a robust scheme, as is undertaken for all transport scheme proposals. Once this analysis has been completed, the Secretary of State will be in a position to outline the next steps on Crossrail 2, which will include any discussions and decisions on future plans for updating the current safeguarding directions.
Stephen Hammond
I listened carefully to the Minister’s answer. However, the delay to Crossrail 2 is causing real anxiety to constituents in Wimbledon and across south London and causing investment decisions to be delayed. Will he urge the Mayor to get on with the funding proposals so that the Department can make a decision one way or the other?
Paul Maynard
As Members have heard this morning, we have regular meetings with the Mayor. I assure my hon. Friend that one of the most common topics for discussion is how to ensure that Crossrail 2 is both affordable and fair to the taxpayer. It is really important that we do not unduly raise public expectations or, indeed, provoke undue concerns in relation to Crossrail 2 ahead of developing a fair, sustainable and deliverable funding plan.
Ian Mearns (Gateshead) (Lab)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
The Department accepts the need to replace the Nexus fleet and is actively discussing the most appropriate method of funding this vital work with Nexus and the Treasury.
Ian Mearns
The metro system’s rail stock is more than 40 years old, and I am afraid to say that it is failing on a daily basis, causing delays for its 40 million users each year. On 17 July, nine of my right hon. and hon. Friends representing the Tyne and Wear area and I wrote to the Secretary of State about this issue. We again wrote to him on 12 September asking for at least an acknowledgement of our concerns. It may surprise you, Mr Speaker, to hear that we have not yet had an acknowledgment, never mind a reply. My patience is wearing a little thin on this. The people of Tyne and Wear deserve much better from this Government, even though they have no MPs in the area.
Paul Maynard
I am always disappointed when I hear that we do not achieve what we should in our correspondence. I am sorry that the hon. Gentleman has not had an acknowledgement; we will draft one immediately today. I assure him that I personally understand the importance of the metro system to the people of the north-east. We understand the need to replace these ageing carriages, and we are keen to ensure that we make a decision as soon as possible.
Chi Onwurah (Newcastle upon Tyne Central) (Lab)
Transport spend in the north-east is only £220 per head, compared with £2,000 per head in London, and the effect of that can be felt every single day on the Tyne and Wear metro. Will the Minister commit that the investment will be publicly funded, not coming from some financially engineered private finance initiative scheme, so that the public benefits of a decent transport system can be publicly controlled?
Paul Maynard
We continue to work closely with the Treasury to make sure that we get the right funding package to deliver these carriages, which I know the network needs. In response to the hon. Lady’s concern about levels of investment in her region, I point out that we are finally completing the motorway to the north-east that Labour never built in 13 years.
Faisal Rashid (Warrington South) (Lab)
Mr Peter Bone (Wellingborough) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I was more than happy to meet a cross-party delegation of Northamptonshire and Bedfordshire MPs this week to discuss this very issue. We have located the information that my hon. Friend desires, and I will place it in the Library and write to him.
Holly Lynch (Halifax) (Lab)
Ms Esther McVey (Tatton) (Con)
Paul Maynard
I certainly can. I was pleased to meet both my right hon. Friend and the mid-Cheshire rail line promotion group in her constituency back in August. Since then, we have been liaising with Transport for the North. She will be aware that one of its key strategic corridors is the Wales and the west stretch in the north-west. It is looking at how the mid-Cheshire rail line scheme fits into its strategic proposals, and I hope to hear more in due course.
Norman Lamb (North Norfolk) (LD)
To return to community transport operators, many are concerned, including North Norfolk community transport, that the new ruling will push it under, with the loss of absolutely vital rural community transport links. What is the Minister doing to ensure that that does not happen? What is the timescale for the consultation? When will it actually come in, because the uncertainty is very dangerous?
Kevin Foster (Torbay) (Con)
I know that the Rail Minister will share my excitement at the prospect of the first new station in the bay since world war two at Edginswell. Will he agree to meet me and the local council to see how we can take this forward and what the prospects might be for new stations funding?
Paul Maynard
I am aware that it was one of the unsuccessful bidders in the most recent round of the new stations fund. We make a point of giving positive feedback whenever we can to help make sure that future bids have the maximum chance of success, so I am more than happy to meet my hon. Friend and his council to discuss how we can maximise the opportunities.
High Speed Rail (Preparation Act 2013)
Paul Maynard Excerpts(7 years, 1 month ago)
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The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
The High Speed Rail (Preparation) Act annual expenditure report is published today under section 2 of the High Speed Rail (Preparation) Act 2013. The report covers the period from 1 April 2016 to 31 March 2017.
A copy of the report will be placed in the Libraries of both Houses.
Attachments can be viewed online at: http://www. parliament.uk/business/publications/written-questions-answers-statements/written-statement/Commons/2017-10-19/HCWS179/
[HCWS179]