Road Safety

Robert Goodwill Excerpts

Tuesday 10th December 2013 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

Thank you very much for calling me to speak, Mr Dobbin. You seem to have drawn the short straw again in having me in one of these debates.

I congratulate my hon. Friend the Member for Gillingham and Rainham (Rehman Chishti) on securing this debate. Road safety is an issue that has long been close to my heart. The UK is a world leader in road safety. Our statistics show fewer road deaths per million population than in almost any other EU country. Road deaths in the UK are lower by almost a factor of four than in the United States, and they are also lower than in Germany or France. From 2011 to 2012, the number of people killed in road accidents reported to the police decreased by 7.7% to 1,754, which is the lowest figure on record. The number of casualties also fell by 4%, including a reduction in the number of people seriously injured on our roads. However, there is no room for complacency. Every death and serious injury is a tragedy, and it remains vital to reduce the number of people who are killed or seriously injured on the UK’s roads. Even one death on our roads is too many.

Many of the issues that my hon. Friend raised about sentencing and penalties are matters for the Ministry of Justice; it would probably expect me not to encroach too far on to its territory, but I hope that there can be an engagement between the Ministry of Justice, the Department for Transport and my hon. Friend, to consider how we can review some of these sentences and penalties. I am assured that all penalties are constantly under review in the light of experience.

I turn now to drink-driving and repeat offenders. I share my hon. Friend’s concerns about the impact of drink-driving. My hon. Friend the Member for Worthing West (Sir Peter Bottomley) outlined his own involvement in dealing with this issue. I must admit that I have not thought about it for very long, but his idea of a surety that could be built up before being returned to a driver if they are successful in not drinking and in meeting the medical requirements imposed on them seems—at the outset—to be a sensible idea. I also note the points that he made about puffin crossings. I have had a meeting with him and with those who have produced a very useful video that shows some of the dangers faced by people using the old pelican crossings with multi-lane approaches.

We have a proven strategy for tackling drink-driving and repeat offenders, which combines legislation, enforcement, engineering and communications. We work closely with the police and other organisations on education, and on communicating drink-drive messages in a consistent way. As a result, there has been a step change in public attitudes to drink-driving. Indeed, the current generation of young people regard drinking and driving as a complete no-no.

Since 1979, drink-driving casualties, deaths and serious injuries have fallen dramatically. There has been an almost sixfold reduction in the number of people killed in drink-drive related accidents and a similar drop in seriously injured casualties. In 2011, we saw the lowest level of drink-driving fatalities since detailed reporting began. Provisional figures suggest that the number of people killed in drink-drive accidents in 2012 increased by 17% on the previous year, from 240 to 280. However, that estimate is provisional; it is based on a limited sample of data and will be finalised next year when a more complete sample is available. The provisional sample is based on a large degree of uncertainty and there have been significant revisions in previous years.

[Sir Peter Bottomley]

This extra, helpful suggestion is probably more for the Department of Justice than the courts. When there is an inquest into or a prosecution resulting from a death through over-the-limit drink-driving, might I suggest that inquiries should be made and presented to the court about where the person was drinking, who knew they were drinking, who knew they were driving and whether those people did anything to dissuade the person from driving after heavy drinking?

--- Later in debate ---

[Mr Goodwill]

I am sure that those listening to this debate in the Justice Department will have taken heed of my hon. Friend’s point. That is part of our campaign over Christmas. One police force has been encouraging people to shop their mates who insist on drinking and driving. Often, people try to remove keys from the driver but they still insist on driving.

My hon. Friend the Member for Gillingham and Rainham mentioned the drink-drive limit. My current view is that we should not reduce the drink-drive limit; we have a gold standard limit and a gold standard penalty. Although other countries in the European Union have a lower limit, they also have lower penalties. I would not want to demote the offence of drink-driving and for it to be in a similar bracket with speeding or other motoring offences. It is right to stick with the decision made in a review some years ago about our drink-drive limit and to stick with disqualification, which is the penalty that really makes people sit up and take notice.

On campaigns and communication, just last week I launched the Think! drink-drive campaign, highlighting the snowball effect that a drink-driving conviction can have on one’s future job prospects. Up to 1 million people work in jobs that they could lose as a result of a drink-drive conviction, and almost a third of people would have to give up their job as a result of such a conviction because they rely on a car to get to work. Additionally, it could affect a person’s chance of getting another job, because any employer can ask to see unspent criminal convictions. Drink-driving is a criminal offence. A drink-driving conviction can have a devastating impact on people’s personal life, leading to a driving ban, criminal record, job loss and even imprisonment. That is the message we are giving this Christmas. The Think! drink-drive campaign has been running for more than three decades and last week it was awarded a Prince Michael international road safety award for the part it has played in helping to reduce drink-drive casualties.

Last week, the sixth annual Coca-Cola designated driver campaign was launched, in partnership with Think! This allows drivers to benefit from a “Buy one, get one free” offer on Coca-Cola products over the festive season. I must point out that other carbonated beverages are also available.

What new measures are being introduced? We are also introducing new legislation, through the Deregulation Bill, to close the loopholes on drink-drive enforcement. One of these loopholes is the so-called statutory option. If the lower of the driver’s breath readings is below 50 micrograms per 100 ml of breath, they are entitled to have their breath sample replaced by a specimen of blood or urine. This measure has been in place since 1981 and was included due to concerns about the reliability of evidential breath-testing devices at the time. But the process can lead to delays in obtaining the specimen where there is not a resident health care professional at the police station, which can result in a negative blood or urine test. Roadside breath-testing machines have been developed extensively and there are no longer concerns about reliability. More than 30 years on, it is time that the statutory option is removed.

We are improving devices further. Roadside evidential breath-testing devices are currently being type-approved by the Home Office. Once that process is complete, police officers will be able to collect evidential specimens at the time the offence is committed. We are supporting that by removing the requirement for a preliminary breath test where a roadside evidential breath test is performed. This means that in difficult operational scenarios, police officers will only need to take two breath specimens instead of three. Another measure is to allow registered health care professionals to take blood specimens in hospitals. This makes blood collection consistent with that in police stations, streamlining the process.

Drink-drivers pose a grave risk to other road users. Repeat offenders are a particular cause for concern, because previous contact with the criminal justice system has evidently done little to change their behaviour. I appreciate why my hon. Friend is keen to ensure that appropriate maximum penalties are available to the courts when dealing with these cases. The Ministry of Justice is looking at this issue. I do not wish to pre-empt the outcome of that work, but I assure the House that the Government agree that these are important issues and we are considering them carefully. In the meantime, we will continue to work to improve preventive and enforcement measures, to deter drink-drivers and communicate the implications of drink-driving convictions.

On drug-driving—

[Rehman Chishti]

Recently, I was made aware of a campaign in some parts of the country where people are given £1,000 to shop an individual they think is susceptible to drinking and driving. Does the Minister agree that it is completely unacceptable to use taxpayers’ money for that purpose? We should be doing the good thing regardless, because it is right to make the authorities aware when somebody is about to commit a crime, rather than having incentives for reporting a susceptibility to crime.

[Mr Goodwill]

I wondered when I saw that campaign by Derbyshire police—I think—whether it was more about getting headlines than getting people to shop their mates, so to speak, but I am interested in its effects. It has certainly publicised this issue and, hopefully, will deter even more people from drink-driving.

Alcohol interlocks, or alcolocks, are a relatively recent development in drink-driving, which prevent operation of the vehicle engine if the driver provides a breath sample that is above a specified alcohol limit. The provision for introducing them was included in the Road Safety Act 2006. These devices are used in some countries to manage some people with drink-driving convictions. Experience suggests that they are effective while in use, but that drivers revert to offending once the interlock is removed. Better results have been experienced where a programme is closely supervised and supplemented by education and counselling. However, the driver can get around the alcolock in other ways—for example, by changing the car they drive.

The Department undertook research in 2009 into the practicalities of a judicial programme. That concluded that the costs of implementing and enforcing a scheme are likely to be disproportionate. A scheme might also give those who could afford to take part the benefit of a discounted disqualification, without evidence that this achieves a long-term change in a drink-driver’s behaviour. Therefore, there are no plans to implement the use of alcohol interlock devices. However, I understand that some bus and lorry fleet operators use these devices.

My hon. Friend asked what discussions are going on in the European Union. There have been some informal official-level discussions on the pros and cons of the use of alcohol interlocks in EU member states. The European Commission consultation on the issue closed on 15 August. We have not yet received notification of the outcome. However, no formal proposals have been received from the EC in this regard.

As with repeat drink-drivers, drivers who flout driving bans are a significant risk to road users and repeat offenders are obviously a concern. In tragic cases where a driver causes a death, not only has a life been cut short, but it can also have a devastating effect on the victim’s family.

High-risk offenders are drink-driving offenders disqualified from driving for a number of reasons. A person is a high-risk offender if they are more than two and a half times over the legal limit for alcohol in breath, blood or urine. I am not aware of any plans to change that, but I hear my hon. Friend’s representations. People also fall into that category if they fail to provide a specimen for testing or if they refuse consent for a sample taken when they were incapacitated to be analysed. Repeat offenders are also high-risk offenders. If someone has been disqualified twice or more within 10 years for being over the legal limit or unfit to drive, they are a high-risk offender. We are considering the parameters in that regard. If correspondence from frustrated drivers who find it increasingly difficult to get their licence back is anything to go by, the system is working.

I am grateful to my hon. Friend for his hard work raising awareness and promoting the aims of road safety, and for this opportunity to speak on the subject. I hope that I have demonstrated our degree of commitment to road safety issues. The UK has one of the best road safety records in the world and we are working to ensure continued reductions in the numbers of people killed and seriously injured.

Consultation on National Networks

Robert Goodwill Excerpts

Wednesday 4th December 2013 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

The Department for Transport is launching today a public consultation on the Government’s draft National Policy Statement for National Networks (NN NPS) in England. I am laying the draft before the House and placing copies of the consultation in the Library of the House. The Department is also publishing, in parallel, its appraisal of sustainability of the draft National Policy Statement, incorporating a Strategic Environmental Assessment as well as an assessment of the NPS under the Habitats and Wild Birds Directive. Consultees will be able to comment on these if they wish.

The Planning Act 2008 introduced a new planning regime for Nationally Significant Infrastructure Projects (NSIPs). These are infrastructure projects that support the country through the generation and distribution of energy, the disposal of waste and the transportation of goods and people. Such projects have the potential to affect a wide range of people and businesses, from those who will use them, to those who live or work close to proposed sites.

This NN NPS addresses a key concern of scheme developers and promoters by providing a clear articulation of the overall policy against which the Secretary of State for Transport will make decisions on applications for nationally significant infrastructure projects on the national road and rail networks. It describes the need for development of these networks and Government policy for addressing it, within the context of the Government’s long term goals for sustainable transport.

It means that Government policy on national network development is easily accessible in a single document. This will make it easier for decision makers, applicants and the wider public to understand Government policy on the need for NSIPs and the way in which developments will be assessed. It provides the right balance between a well connected and high performing road and rail network with sufficient capacity to meet the country’s long term needs, while protecting the environment and minimising social impacts. It demonstrates this Government’s commitment to deliver the infrastructure and investment the economy needs for continued growth, making the planning system easier to navigate.

The public consultation being launched today, invites views on the extent to which this national policy statement meets its aim of providing planning policy for decisions on the development of national networks. The consultation closes on 26 February 2014 but I encourage people to respond earlier where possible.

Under Section 9(7) of the Planning Act 2008 the Department is required to stipulate the relevant period in which, if either House makes a resolution, or a Committee of either House makes recommendations with regard to the proposal to designate an NPS, a statement will be laid in response. I hereby stipulate the relevant period as that beginning today and ending on 21 May 2014.

The documents and consultation are available at:

https://www.gov.uk/government/consultations/national-road-and-rail-networks-draft-national-policy-statement.

VOSA/DSA

Robert Goodwill Excerpts

Thursday 28th November 2013 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

Earlier this year we consulted on our motoring services strategy which set out our intention to put the customer at the heart of what we do.

One of our objectives was to identify ways in which to give customers a better service and reduce costs. As a result of that, we announced in July that the Driving Standards Agency (DSA) and the Vehicle and Operator Services Agency (VOSA) would merge to form a single motoring agency. The creation of a single agency is intended to deliver the following strategic objectives:

Motorists and businesses will benefit from more convenient and cost-effective motoring services—such as driving tests and goods vehicle testing;

Delivery of the same high-quality testing and standards services to motorists and businesses, but with greater efficiency;

Delivering testing in a way which is more flexible and convenient for customers; this merger offers opportunities to explore and extend this in the future;

Create opportunities to identify synergies between the two organisations and service improvements that could potentially enable a reduction in fees.

I have considered a range of options for the name of the new agency, and have decided that it will be known as the Driver and Vehicle Standards Agency (DVSA), to reflect the work of both its predecessors and the crucial contribution they make to road safety.

In keeping with Government practices, the cost of the rebranding of the agency will be kept to a minimum, and a number of changes will be made to legislation—giving powers to the agency to conduct its work.

I am therefore announcing the new name today, to enable these changes to be made and to allow the Agency to plan its rebranding in a cost effective manner. The agency will therefore begin to use its new name immediately with formal and full integration taking place over the coming months. Until the merger is complete on 1 April 2014, references to DVSA will also include a statement “incorporating DSA and VOSA”.

Helicopters (North Sea)

Robert Goodwill Excerpts

Wednesday 27th November 2013 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

It is a great pleasure to serve under your chairmanship again, Mr Dobbin. I thank the hon. Member for Aberdeen North (Mr Doran) for securing this debate on helicopter transport over the North sea. That gave me the opportunity to be briefed by my officials, and his speech contained information that I also found very useful in understanding the situation. I have also read his letter to the Secretary of State for Transport, which was a comprehensive outline of the position that he takes.

As the hon. Gentleman knows, there are approximately 57,000 individuals in the North sea, working across 600 facilities. The only viable means of transferring workers in the North sea industry from shore to installation and from one installation to another is by helicopter. I have travelled myself in a helicopter from Aberdeen to the Captain field and also made the short and rather precarious jump from the production platform to the tanker where oil was being pumped. Having gone through the safety drill that one has to go through before travelling on a helicopter, I was all too aware myself of the dangers that helicopter flights in the North sea can, sadly, present at times. I also understand the strategic importance of maintaining links to the North sea oil industry and, during the recent unfortunate problems at Grangemouth, the Department was keen to ensure that sufficient oil supplies—four tankers a day—would be available to ensure that those flights could continue to service the industry.

There are approximately 100 flights a day operating in one of the most hostile environments in the UK, and I recognise that there have been a number of helicopter incidents in the past five years, which have caused unacceptable and tragic fatalities and provoked great apprehension about the safety of helicopter operations among the work force.

I would like to take this opportunity to offer my own condolences to the families who suffered such a tragic loss in the recent accident involving a Super Puma helicopter off Sumburgh airport in the Shetland Islands on 23 August 2013.

The hon. Gentleman will understand that I cannot say much about that specific accident, as the AAIB investigation is ongoing. However, the AAIB, in its special bulletin published on 5 September 2013, provided initial information on the circumstances of the accident. That bulletin provides an update on the significant investigation findings to date. My understanding of that report is that a detailed examination of the wreckage and analysis of the recorded data has been carried out and has not found any evidence of a technical fault that could have caused the accident, although some work remains to be completed. The ongoing AAIB investigation will focus on the operational aspects of the flight—specifically on the effectiveness of pilot monitoring of instruments during the approach, operational procedures and the training of flight crews.

In the circumstances, Super Puma operations were grounded until further information was available. However, based on the evidence from the AAIB investigation that there was no reason to believe that the accident was caused by airworthiness or technical failure of the Super Puma helicopter, the CAA endorsed the decision taken by the operators to resume flights. The CAA would not have allowed the helicopter to resume services if it was not completely satisfied that to do so was safe, and I understand that the pilots’ union advised that their members would not be flying the helicopters unless they were equally confident that it was safe to do so.

As the hon. Gentleman makes clear, however, we are concerned not simply about a single accident but about the number of accidents that have occurred over a relatively short period. I support the fact that the CAA is conducting a review that will rigorously examine the risks and hazards of operating in the North sea and consider how those risks can be managed most effectively. The review covers all the main areas of safety, and it takes a close look at the operators, protection for passengers and pilots, helicopter airworthiness, regulation and pilot training. I promise to study it when it is published.

The CAA is undertaking that review jointly with the Norwegian CAA so that a direct comparison can be made between experiences and approaches to safety in the two countries, to see whether any lessons can be learned. The UK and Norway both operate within the wider rules set by Europe, however, so the regulatory framework is the same for both countries.

It will be no surprise that the European Aviation Safety Agency is contributing to the work, which will be advised and challenged by a panel of independent experts. The CAA has held a workshop with the Norwegian CAA and the EASA as part of the review to examine the risks and issues identified, to share information on differences between UK and Norwegian operations and to discuss initial recommendations. The CAA is still waiting for information from the Norwegian authorities before it conducts its deliberations on those aspects of the review.

[Mr Doran]

I acknowledge everything the Minister is saying, but the point I was making about the CAA inquiry is that the regulator cannot examine itself, and it should not be required to. Another type of inquiry is needed. I have raised a number of questions about the CAA’s operation in the North sea, and I would be interested to hear the Minister’s response.

[Mr Goodwill]

As a former member of the Transport Committee, I visited the CAA with Gwyneth Dunwoody, who did not take any hostages when it came to examining the organisation. I am confident that the CAA is the gold standard of aviation authorities, and it is well respected internationally. I have no doubts about the integrity and the safety culture that permeates the CAA. I will be visiting it very soon, and I will ensure that I raise the points that the hon. Gentleman has made.

[Mr Doran]

In that case, will the Minister write to me later on the issues that I have raised?

--- Later in debate ---

[Mr Goodwill]

By all means; I am happy to do so. It is reassuring to note that the review will not only study current operations, but look at previous incidents and accidents and offshore helicopter flying in other countries to make recommendations aimed at improving the safety of offshore flying.

The hon. Gentleman raised the shocking number of deaths, of which there have been 118 since 1976. Although I have not had the opportunity to review all those accidents, I can tell him that in the five most recent incidents, two of which involved fatalities, there was no common factor that would tend to affect all such incidents. No picture is emerging of a particular problem that must be addressed.

I note the point that the hon. Gentleman made about the 2009 case, which sadly resulted in 16 deaths. A fatal accident inquiry will commence on 14 January, and I understand the distress that the delay in holding it has caused the families. I am sure that the hon. Gentleman understands that one of the reasons why the inquiry could not take place sooner was that there was, at one point, a prospect of possible legal action in connection with the case. I understand the distress that that has caused the families, however, and I hope that when the inquiry has concluded and presented its findings, they will obtain better closure.

I also note the point that the hon. Gentleman made about cloud-based and meteorological information, and I will raise that with officials to see whether anything can be done to address it, and how big a factor it might have been in any of the accidents.

[Dr Eilidh Whiteford (Banff and Buchan) (SNP)]

I have been listening carefully to the Minister’s contribution, and it strikes me that one of the most powerful points made by the hon. Member for Aberdeen North (Mr Doran) was that weather might well be a factor. The Minister said that there were no common factors in the most recent incidents, but surely that would be the purpose of an overarching inquiry.

[Mr Goodwill]

I understand the point that the hon. Lady makes. However, gearboxes in helicopters are notoriously problematic if they are not properly maintained. My point is that other factors, which may or may not include pilot error, can contribute to accidents. I am pleased that the inquiry will at least determine the cause of the accident, which resulted in so many fatalities.

I agree with the hon. Member for Aberdeen North that the Piper Alpha inquiry revolutionised the safety culture in the North sea. It reminded me of the maxim often heard in industry, “If you think health and safety is expensive, try having an accident”. The health and safety of those operating in such a hazardous environment must be paramount.

It is clear that any accident is one too many, and there will always be lessons that must be learned when such accidents happen. To date, the UK has played a leading role in introducing a number of significant safety improvements in North sea operations. Electronic monitoring on board helicopters provides an early warning of any developing technical issues, and there has been significant research and development of helideck lighting to assist helicopter pilots when landing.

Satellite-guided approaches for landing and other operational improvements are under development. The CAA plans to publish its findings in early 2014, so the hon. Gentleman will understand why I do not support his call for a Cullen-style public inquiry at this stage. The Government think that it would be premature to call for a public inquiry before the AAIB investigation and the CAA review are concluded.

Cycling (London)

Robert Goodwill Excerpts

Tuesday 26th November 2013 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

It is a great pleasure to serve under your chairmanship, Mr Hollobone. I thank my hon. Friend the Member for Brentford and Isleworth (Mary Macleod) for securing the debate, which comes after a series of fatal accidents involving cyclists on the capital’s roads in recent weeks. I offer my sincere condolences to the families and friends of those who have lost their lives.

Such incidents are a sobering reminder of the dangers that road users can experience on our busy urban streets, but equally, they should not discourage people from getting on their bikes. Cycling is still generally a safe activity. Indeed, the number of fatalities in London dropped from 21 in 2003 to 14 last year. Sadly, we have already reached 14 so far in 2013, including six in the past couple of weeks.

As my hon. Friend the Member for Totnes (Dr Wollaston) pointed out, we must not forget that the health benefits of cycling greatly outweigh the risks, but as the Minister with responsibility for cycling and road safety, I am determined to make cycling even safer. Since February last year, we have made an additional £159 million available to support cycling and boost safety, including £20 million to improve the design and layout of road junctions at 78 locations around the country. A further £15 million is being targeted specifically at dangerous junctions in London. More recently, we have announced £77 million to help eight cities across England realise their ambitious 10-year plans to increase cycling and make it safer.

Those investments are crucial as the number of cyclists on our roads continues to rise. After the heroics of Team GB in the Olympics and Paralympics and the success of our riders in the Tour de France, thousands of people are catching the cycling bug. Although I got the habit nearly a decade ago, I am also a Brompton rider, and I very much enjoy riding the vehicle, which was made in the constituency of my hon. Friend the Member for Brentford and Isleworth.

[Dr Wollaston]

The Minister is another Brompton rider in the Commons. I am grateful to him for pointing out the welcome boost to funding, but is he aware of the all-party parliamentary group on cycling report, which recommended that long-term stable funding is what makes the difference? At least £10 a head for the whole population, rather than for the seven cities, is what is needed if we are to make the great strides that we have seen on the continent and allow for infrastructure improvements, particularly separation at junctions and on our most dangerous roads.

[Mr Goodwill]

The Government have certainly announced long-term funding pledges for transport infrastructure that will, with reforms to the Highways Agency, enable planning year by year, unlike the stop-go investment that we have had.

I will be on my Brompton again on Friday morning as I cycle from King’s Cross station to Westminster. My officials have devised a route for me that will allow me to experience both the worst and the best of cycling roads in London.

The trend back to cycling is particularly noticeable among young people. British Cycling, the national governing body, has seen membership of under-18s soar by 42% in just a year. However, money is only part of the answer. We are also working in other ways to improve cyclist safety. For instance, we have made it simpler for councils to put in place 20 mph-limit zones, and we have encouraged local authorities to implement such limits in areas where cyclists and pedestrians are most vulnerable. Reducing traffic speeds can make roads safer and improve the local environment.

As we have heard, a high proportion of cyclist fatalities involve large vehicles, so we have given English councils the power to install Trixi mirrors at junctions. We have also made it easier for councils to install contra-flow cycling and signs saying “No entry except cycles”. Awareness of other road users is paramount, particularly in big cities, so we welcome initiatives such as TfL’s “Exchanging Places”, in which cyclists can sit in a lorry cab and watch for a police cyclist riding up on the left side of the vehicle.

Several new driver certificate of professional competence courses now take cyclists into account. As my hon. Friend the Member for Brentford and Isleworth will probably know, truck drivers must now undertake five days’ training, and then one day’s training every year, to achieve the certificate. The training may even require the driver to experience what it is like to be a cyclist on busy urban streets. As someone who has driven HGVs, I know where their blind spots are, and I hope that those who participate in the scheme will too.

We are investing £11 million a year in Bikeability training to help a new generation of cyclists to get the skills they need to be safe on our roads. That training is not just for children; it is for adults too. On top of the Government’s funding, some local authorities provide free or subsidised training.

One of the most effective ways to make our roads safer is to change people’s driving habits through hard-hitting marketing and advertising. That is why we continue to develop new campaigns through our award-winning Think! brand. In October, I launched a new Think! cyclist campaign, targeting Leeds, Manchester, Bristol, Birmingham and Cambridge, on top of the activity already launched in London. That built on a similar campaign last year that was based around the message, “Let’s Look Out For Each Other”.

In August, the Prime Minister announced a major programme of work to cycle-proof new trunk road projects so that they can be navigated confidently by the average cyclist. That includes a £20 million investment from the Highways Agency to fund significant junction upgrades and other improvements to remove barriers to cyclists. We also expect local authorities to up their game to deliver infrastructure that takes cycling into account from the design stage.

The delivery of the Mayor’s “Vision for Cycling” could also help to make cycling safer in London. There will be a new network of better cycle routes in London, including a “Crossrail for the bike”—a fast, segregated east-west super-highway. The Mayor’s plans also include prioritising major and substantial improvements at the worst junctions, and making significant improvements to existing cycle super-highways, such as the one that I use every morning when I cycle in to Parliament.

Clearly, however, if we are going to improve cycling safety in London significantly, we will have to reduce the threat of trucks where full segregation is not possible. Cyclists are no more likely to be involved in a collision with a lorry than with any other type of vehicle, but when it does happen the outcome is all too often a tragedy. In September, we set up a taskforce with Transport for London to raise awareness of safety among HGV drivers and to take targeted enforcement action against the small minority of potentially dangerous operators, drivers and vehicles.

I understand that last Monday, on the first day of the Metropolitan police’s new road safety enforcement campaign, 70 lorries were stopped and 15 penalty notices were issued, for offences such as vehicles not being fit for the road. In addition, about 100 cyclists were advised of a range of road safety measures that they can take, such as wearing hi-vis jackets or helmets, or fitting their bike with lights. A number of cyclists were also stopped for riding on the pavement. Indeed, only this morning I witnessed a cyclist dangerously running a red light in this part of London.

New standards for mirrors on the passenger side of lorries have recently been agreed at international level, and the Under-Secretary of State for Transport, my hon. Friend the Member for Wimbledon (Stephen Hammond), recently wrote to the European Transport Commissioner urging him to ensure that those standards are mandated by the necessary regulatory change within the EU. Such mirrors are crucial, as they improve drivers’ visibility and make it easier for them to see cyclists on the passenger side, particularly when turning left at junctions.

The Department for Transport continues to work with international partners through the United Nations Economic Commission for Europe, particularly to allow camera technology that further improves driver vision. From 29 October 2014, all new goods vehicles will have to comply with revised European rules—for example, with regard to side guards—that will permit fewer exemptions than the current legislation does.

In August, the Prime Minister also announced that we will be publishing a cross-Government cycling delivery plan. We will work with stakeholders, including TfL, on drafting the plan, which will set out how we will deliver on our vision of more people cycling more safely and more often. It will be supported by Departments across Whitehall and will include a commitment to work together to deliver a cycling infrastructure that will make Britain a cycling nation to rival our European neighbours.

My hon. Friend the Member for Brentford and Isleworth suggested that there should be a cycling summit. That is a very good idea, but I have to say that I am ahead of the curve, because even before the most recent tragedies on our roads I met Chris Boardman, British Cycling, the Cyclists’ Touring Club and the charity Sustrans to discuss the issue. Indeed, I have a meeting in the diary for tomorrow with TfL to discuss some cycling issues, and on 4 December the Mayor is coming to the DFT to discuss cycling and other issues. It is important that we work together with all the stakeholders involved, including the cycling campaign groups and the all-party group on cycling, of which I used to be a member.

We can also look at other areas where we can make improvements. Mention was made of advanced stop lines, but a contribution could also be made by having early start signals, to allow cyclists to get away first before the lorries set off.

There is a huge amount going on to improve cycling safety standards in London and across the country. Our challenge is to ensure that an increase in the number of people riding bikes on our roads does not translate into more casualties. We are already making progress. Cycling in London has trebled over the past decade, yet fatalities of cyclists have fallen by 17% during the past five years. However, as the past few weeks have shown, there is absolutely no room for complacency. We have to continue working with our partners and continue delivering the investment. We must focus on key areas of threat, to continue raising safety standards for cyclists.

We should also examine some other ideas, such as those that my hon. Friend mentioned today. However, I have reservations about proximity sensors down the side of vehicles. They can often be set off by roadside furniture or other obstacles, and could actually distract a driver on some occasions. But it is absolutely imperative that we see what we can do about side guards. There are a number of vehicles that are currently exempt from having to have them, such as skip wagons, refuse wagons and some tippers, and it is important that we consider what we can do to improve the design of those vehicles, and to ensure that more and more vehicles are fitted with side guards.

As a Government, we are absolutely committed to doing what we can to improve road safety. I have considered the issue of having a ban on lorries in London. However, it must be borne in mind that in Paris the area covered by the ban is only about the size of the zone 1 area in London, so there is not an extensive ban in Paris. Of course, there are also communities in London that would resent deliveries being carried out at night as a routine measure, as that may—

[Mr Philip Hollobone (in the Chair)]

Order. I am very sorry to interrupt the Minister, but we have come to the end of our time for this debate. I ask all those who are not staying for the next debate to leave Westminster Hall quickly and quietly.

Sittingbourne and Sheppey Road Infrastructure

Robert Goodwill Excerpts

Tuesday 12th November 2013 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

I congratulate my hon. Friend the Member for Sittingbourne and Sheppey (Gordon Henderson) on securing this debate on road infrastructure in his constituency. I also congratulate him on the excellent progress he is making with his “Movember” moustache.

I know that the subject is of great importance to him and his constituents, including businesses in the area, and he spoke eloquently about that. I had the opportunity to have a session with my officials to update myself on the current situation and to hear some of the history of developments in this important area.

Road transport has always been important to the area. From the Roman road, Watling street, which goes through the constituency to the less evocatively named Sittingbourne northern relief road, which opened in December 2011, roads have always been important to the local economy. My hon. Friend highlighted the congestion on the major roads in the area, and he will know that this Government recognise the issues and the importance of transport infrastructure to support the economy. He also knows that we are looking at easing congestion at the Dartford crossing through a new lower Thames crossing to deliver additional capacity. We consulted on options earlier in the year and will make an announcement later in the autumn.

We have already announced increased Government funding to deliver improvements around the trunk road network, targeted at supporting economic growth. Our commitment to delivering a step change in future investment in transport infrastructure was made clear by the Chancellor in his statement on 26 June, when he announced the conclusions of the Government’s 2013 spending review. The Treasury’s Command Paper, “Investing in Britain’s future”, set out that the Government will invest

“over £28 billion in enhancements and maintenance of national and local roads”.

That includes £10.7 billion for major national road projects and £4.9 billion for local major projects. More than £12 billion has been allocated for maintenance, with nearly £6 billion allocated for repairs to local roads and £6 billion for maintenance of strategic roads, including resurfacing 80% of that network.

On future investment planning, my hon. Friend will know that the Highways Agency is conducting its route-based strategy process, which is involving local stakeholders in the consideration of future priorities. It may be useful if I say a little more about the approach we are taking, as that is the mechanism by which we will look at issues on roads such as the M2 and the A249—which, as we have heard, feature so regularly on local radio congestion reports—between Sittingbourne and Sheppey.

In our response in May 2012 to the recommendations in Alan Cook’s report, “A fresh start for the Strategic road network”, we agreed to develop a programme of route-based strategies to inform the identification of future transport investments for the strategic road network. Route-based strategies will provide a smarter approach to investment planning across the network and see greater collaboration with local stakeholders to determine the nature, need and timing of future investment that might be required on the network. We will produce a uniform set of strategies for the entire network, including the M2, the A249 and the M20, as part of the “Kent corridor to M25” route-based strategy.

The Highways Agency has recently completed a series of local engagement events to help identify the performance issues on those routes and the future challenges. I welcome the enthusiasm with which stakeholders in Kent, including those in my hon. Friend’s constituency, have participated in the progress so far. The Highways Agency and the Department will use the evidence to prioritise and take forward a programme of work to identify indicative solutions that will cover operations, maintenance and, if appropriate, potential road improvement schemes. That will then be used to inform investment plans beyond 2015.

The route-based strategies therefore provide an opportunity for stakeholders to provide evidence about problems on the A249 trunk road or the M2, so that the need for improvements can be considered, and I will certainly take my hon. Friend’s speech as part of that process. In addition, the Highways Agency continues routinely to engage with the planning system. That helps to ensure that improvements to the strategic road network are identified and delivered where they are required to mitigate the traffic impacts of local plans and planning applications.

My hon. Friend, in his support for the new junction 5A on the M2, also raised an issue of policy relating to new junctions on motorways. In that regard, the Department has recently published new policy guidance on the way in which the Highways Agency will engage with communities and the development industry to deliver sustainable development and economic growth, while safeguarding the primary function and purpose of the strategic road network.

That guidance is entitled “The Strategic Road Network and the Delivery of Sustainable Development”, and it provides that, where appropriate, proposals for the creation of new junctions or direct means of access to motorways may be identified and developed at the plan-making stage in circumstances where it can be established that such new infrastructure is essential for the delivery of the strategic planned growth. I understand that Swale borough council may be bringing forward proposals for the expansion of the Kent science park as part of its plan-making process, although it is not yet determined whether that development constitutes strategic planned growth, or whether a new junction with the M2 is essential for the delivery of that growth.

The Highways Agency recently met Swale borough council, Kent county council and the operators of the Kent science park regarding those matters, and discussions are ongoing. Decisions on whether a new junction can be accepted in policy terms will be taken in due course, and I will take a personal interest in that decision-making process. Apart from the policy deliberations, consideration also needs to be given to the technical hurdles in providing a junction that is safe and affordable and does not increase congestion on the strategic road network.

It is widely recognised that the condition and efficiency of the local road networks is also essential for economic growth. Nearly all journeys will start or finish on those networks, which are relied on by local residents and businesses alike. Maintenance and management of the networks is the responsibility of the local transport authority. In the case of Sittingbourne and Sheppey, that is Kent county council.

Local road funding, in the guise of integrated transport block funding, is available to local transport authorities in England outside London for small transport improvement projects, such as road safety schemes, bus priority, cycling infrastructure and real-time information. That funding allows local authorities to ensure that their transport networks are kept in good condition. It enables them to improve road safety and to stimulate local economies and growth by reducing congestion in their local communities. Between 2010-11 and 2014-15, Kent county council will have received £39.4 million through that funding route, and the funding is set to total some £2.75 billion across England between 2015-16 and 2020-21.

Highways maintenance block funding is also given to local transport authorities in England outside London to maintain their highway networks, including carriageways, pavements, structures and so forth. The funding allows local authorities to ensure that their highway networks are kept in good condition. It enables them to improve road safety and to stimulate local economies and growth by reducing damage to vehicles and goods. Between 2010-11 and 2014-15, Kent county council will have received £105.8 million for highways maintenance, and the recent 2013 spending round commits to providing just less than £6 billion to local highway authorities over the six-year period between 2015-16 and 2020-21. Indeed, before the 2010 election, when I was in the shadow Transport role, I visited Kent county council to see some of the innovative technology it was using to identify how best to use that money, and particularly the way it addressed the problem of potholes. That funding equates to £976 million a year and highlights the Government’s commitment to the country’s most valuable public asset and to ensuring that our local highways are fit for purpose.

In addition to that funding, the Government have recently announced plans to create a local growth fund from 2015-16 onwards. That fund, among other things, will allow localities to prioritise infrastructure schemes that are deemed essential for economic growth. Those schemes are expected to include major road improvements on the local road network, such as the type of relief road my hon. Friend referred to. That LGF pot will be worth at least £2 billion a year until 2021. The fund will be devolved to local enterprise partnerships across England, and Kent is part of the South East local enterprise partnership. It is for the South East LEP to identify its priority schemes for funding as part of its strategic economic plan. I am sure that my hon. Friend will want to make the same representations he has made today to his local LEP to ensure that it understands the importance and priorities of the schemes in his constituency, not least in connection with the port and the science park.

The LEPs have already had some LGF funding allocated to them by formula to enable them to bring forward plans for local major transport projects. The confirmed allocation for the South East LEP is £65.9 million for the four-year period from 2015-16 to 2018-19 inclusive. In addition, the South East LEP will have the opportunity to bid for a lot more than that next year when submitting its strategic economic plan to the Government in March 2014.

The Government recognise the importance of an effective transport infrastructure to the growth of the economy, and there is a real commitment to enhancing our transport networks. More than half the £12 billion that the Chancellor has committed to the local growth fund over the six years from 2015-16 onwards is coming from transport budgets. That amounts to £1.1 billion in 2015-16 and a further £1 billion a year for each of the following five years for long-term planning of priority transport infrastructure. The growth deals currently being negotiated between the LEPs and Government will enable access to that funding. It is a competitive process, and the areas that present the most compelling and robust evidence-based arguments for growth strategies will be the most successful in accessing that finance.

We see the growth deal process as critical in ensuring that essential transport projects are put forward and funded. I know that Kent county council and local businesses are playing an active role in the South East LEP to ensure that the process delivers necessary infrastructure in the LEP area.

I again congratulate my hon. Friend on securing the debate. It reminds us of the importance of an effective transport network to the economy. I have been clear that this Government are committed to, and have set out plans for, large-scale investments to improve both the local and strategic road networks. Indeed, the money we are putting into roads during the next 15 years is equivalent to the entire cost of the High Speed 2 project, including the rolling stock.

Through the funding streams set out in the spending round, and through the route-based strategies and strategic economic strategies, processes are in place to identify future transport needs, but also to consider the range of possible solutions. This morning, I was in Birmingham, looking at some of the managed motorway schemes—or smart motorways, as we now call them—which show how we are already managing to deliver better transport solutions in all parts of the country, including the north, the west midlands, the east midlands and, of course, the south-east.

It will be important for future investment proposals to be clearly supported by local stakeholders and for clear consensus to exist on what is required. Ultimately, any future investment proposals need to demonstrate a strong business case and the delivery of both transport and wider economic benefits. In that way, we can place ourselves in a strong position to make the best use of the funds available and establish a sound base for the future development of an effective transport system that can contribute to a low-carbon economy.

I very much look forward to visiting my hon. Friend’s constituency and seeing the situation at first hand next year, when I plan to visit the opening of one of his local logistics companies. I hope that at the same time, as he suggested, there will be an opportunity to meet representatives of Kent county council, the local district council and the local enterprise partnership, as they will have as key a role as Members of Parliament and other stakeholders in determining the priorities for transport investment in the south-east and ensuring that the taxpayers’ money we are investing in this way is spent wisely and in the place where we get the most biggest for our buck.

Night Flying Restrictions

Robert Goodwill Excerpts

Monday 11th November 2013 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

The Government announced on 26 March 2012 an extension of the restrictions on night flying at Heathrow, Gatwick and Stansted airports for a period of two years until October 2014.

Our subsequent first stage consultation closed on 22 April 2013 and gathered evidence on options for the next regime. We are grateful to all who took the time to respond to this.

I am announcing today the publication of a second consultation, which sets out our proposals for the next regime.

Many of the respondents to the stage 1 consultation suggested that we should take account of the findings of the airports commission before making any changes to the night restrictions regime. The commission’s final report is due to be published in summer 2015, preceded by an interim report at the end of this year.

As noise impacts are a key consideration for the commission, we agree that it would not be sensible to make any significant changes to the current regime before the commission has completed its work and the Government have had time to consider its recommendations. We therefore propose to set a three-year regime to last until October 2017, which will retain the main features of the current regime, in particular the numbers of movements and noise quota permitted.

I will place a copy of the consultation in the Libraries of both Houses.

Oral Answers to Questions

Robert Goodwill Excerpts

Thursday 7th November 2013 Commons Chamber

[Mel Stride (Central Devon) (Con)]

1. What progress his Department has made on the roll-out of better bus areas.

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

Last year we announced our intention to establish a small number of new better bus areas, within which bus subsidy would be devolved to the local authority to invest in bus improvement measures in partnership with local operators. The Department has made good progress with five new better bus areas having been announced this year. These are in Sheffield, York, the west of England—the area centred around Bath and Bristol—Merseyside and Nottingham.

[Mel Stride]

I congratulate my hon. Friend on the speed with which this new scheme has been rolled out, but may I urge him to ensure we have fair and firm targeting, particularly on remote rural areas? I have a number of villages in my constituency that have no bus service at all, and many that do have very little provision.

[Mr Goodwill]

Earlier this year we announced that current levels of Government support for buses will be maintained until at least 2016, and we have also ring-fenced a portion of bus subsidy that will be devolved to local authorities from January, providing greater security to vital local services. In addition, in 2011-12 a total of £20 million in funding was targeted to rural authorities to support those very vital community transport solutions.

[Derek Twigg (Halton) (Lab)]

What is the Minister doing to improve bus services for young people? I recently met some young people on the national citizenship scheme in my constituency, and they raised the particular problem that for them travelling around after 6 pm on unaffordable transport is almost impossible. What are the Government doing to help young people travel around in their areas?

[Mr Goodwill]

We believe these better bus areas are a more intelligent way of supporting bus services. Rather than the crude method of a straightforward fuel subsidy, the partnership between local authorities and bus companies will encourage things such as smart ticketing, better information and bus priority schemes, which make buses more reliable for young people and for everyone else.

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

When will the Minister get his act together on buses? Most people in this country travel on buses. Buses are really important to our country, but the bus industry feels neglected by this Government—and why cannot I have a new innovative bus scheme in Huddersfield and Kirklees?

[Mr Goodwill]

I wonder whether the hon. Gentleman should declare his interest in having a bus pass, which, of course, the Conservatives promised—

[Mr Sheerman]

I’ve got one.

[Mr Goodwill]

Despite what we heard in the last general election campaign, the Conservatives have kept the concessionary travel scheme for pensioners, along with all the other benefits for pensioners. Some 40% of money going into buses outside London is Government support and we believe we are discharging our responsibilities in that regard.

[Michael Fabricant (Lichfield) (Con)]

2. What procedures are available to communities to seek mitigation of the effects of the High Speed 2 route with respect to visual, aural and vibration disturbance.

--- Later in debate ---

[Alison McGovern (Wirral South) (Lab)]

7. What recent assessment he has made of the quality of bus services outside London.

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

Passenger Focus research shows that customer satisfaction with bus journeys is high—84% of passengers are satisfied with their service. The Government set out their programme for further improving bus services in “Green Light for Better Buses”, which was published in 2012. Our proposals include reforming bus subsidy, improving competition and making buses easier to use for everyone.

[Alison McGovern]

As we have heard a little this morning, Members could probably talk for hours about rail fares, but what about bus fares, especially those outside London? Will the Minister tell the House what has happened to bus fares outside London on his Government’s watch, and what impact the removal of the bus service operators grant had?

[Mr Goodwill]

Bus fares have been rising for several years above inflation, although many operators and councils across the country are working together and separately to provide good deals. The picture is variable and reflects local circumstances. We are working with the sector to see what can be achieved to make sure that buses are accessible to as many people as possible, given the social and economic importance of bus travel.

[Mike Thornton (Eastleigh) (LD)]

Given the major changes in the rural population over the past 100 years, which has made it increasingly difficult to provide an effective service based on the traditional mid-20th century model of rural bus services that is currently used, what research has the Department done to look at alternative 21st-century methods of providing a decent bus service in rural areas?

[Mr Goodwill]

I have already pointed out that in 2011 and 2012 we provided a total of £20 million in additional funding for rural areas. In some rural areas which are sparsely populated, there may be alternative solutions, such as dial-a-ride, car sharing or similar schemes, which may be more appropriate for the more remote rural areas.

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

While the number of bus passengers falls and fares rise, this Government have stopped the Vehicle and Operator Services Agency, which checked bus operators’ punctuality, doing so properly. People need to know how reliable their buses are, as will the new local transport bodies planning their services, so why are Ministers keeping consumers clueless and local transport bodies toothless?

[Mr Goodwill]

Bus users are all too aware of reliability; they use services if they are reliable. It will be interesting to see how the policy in Liverpool, which is getting rid of bus priority schemes and bus lanes, will impact on the reliability of services and how much they are used.

[Rehman Chishti (Gillingham and Rainham) (Con)]

8. What assessment he has made of recent trends in road accident statistics.

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

The Department for Transport’s 2012 statistics show that the number of people killed in accidents reported to the police has decreased by 7.7%, from 1,901 in 2011 to 1,754 in 2012, the lowest figure on record, and today’s figures show further progress.

[Rehman Chishti]

I am grateful to the Minister for that answer. He will be aware that 16% of all road deaths in Britain are caused by drink-driving, and that is after a 17% increase between 2011 and 2012. What are the Government doing to improve road safety by dealing with repeat drink-drivers? He will know that that is the subject of my ten-minute rule Bill, which is listed for a Second Reading on 22 November.

[Mr Goodwill]

We have introduced measures to ensure that anyone disqualified for drink-driving twice in 10 years will be classed as a high-risk offender. High-risk offenders cannot get their licence back until doctors are satisfied that they are medically fit to drive again. The figures that my hon. Friend mentions are of concern, but they are against a trend of ever-reducing levels of fatality on our roads involving drink-driving.

[Jim Fitzpatrick (Poplar and Limehouse) (Lab)]

The biggest killers of young people in the UK are road crashes. The Government have been promising a Green Paper, not a White Paper, on graduated licensing for young drivers since the spring. When are we likely to see it?

[Mr Goodwill]

It is absolutely true that while young people make up 8% of drivers and account for 5% of miles driven on our roads, they account for 18% of accidents. We will publish the Green Paper before the end of the year.

[Mr John Leech (Manchester, Withington) (LD)]

The big increase in deaths related to drink-driving on the roads shows that we are not winning the battle against drink-driving. Is it not simply time to show our commitment to tackling drink-driving by introducing the recommendations of the North review and reducing the drink-driving limit?

[Mr Goodwill]

Many countries in Europe have a lower drink-driving limit, but they also have lower penalties. I believe it would be a mistake to reduce our gold-standard penalty of disqualification for drink-driving, which could lead some people to perceive drink-driving as being on the same level as speeding or parking offences.

[Richard Burden (Birmingham, Northfield) (Lab)]

May I welcome the Minister to his new post? He mentioned the road casualty statistics published today. Is it not also the case that there was a 4% increase in the number of motorcyclists killed or seriously injured and a 12% increase in the number of cyclists killed or injured on our roads? The day after we heard of a further tragedy, is it not time, as we approach road safety week, for the Minister to tune into road safety himself, put the vulnerable first and introduce clear targets to cut the number of deaths and serious injuries on our roads?

[Mr Goodwill]

I in turn welcome the hon. Gentleman to his post and look forward to sparring with him across the Dispatch Box. There are certainly concerns about motorcycle deaths—motorcycles are particularly dangerous. We have targeted motorcyclists, in particular, in our Think! campaign. Of course, in some cases motorcycle deaths are very much related to the weather. In north Yorkshire, certainly, when we have a nice summer there are, sadly, an awful lot more motorcycle casualties. It is of concern that we are seeing more cycling casualties, and I have noted some of the accidents in London involving heavy lorries and cyclists. Some of that is due to the fact that there has been a big increase in the number of people cycling, but it is of concern and we are targeting our information campaigns on motorcyclists and cyclists.

[Stuart Andrew (Pudsey) (Con)]

9. What steps he is taking to improve existing railway stations and build new stations.

--- Later in debate ---

[Peter Luff (Mid Worcestershire) (Con)]

T4. The high speed of High Speed 2 will depend on the high technology of a new generation of civil engineers, mechanical engineers, electrical engineers and many others. May I challenge a member of the ministerial Front Bench to come upstairs with me, after Question Time, to the Bloodhound supersonic car simulator to see whether they can beat the very creditable speed of the hon. Member for Birmingham, Northfield (Richard Burden) and learn about what the product is doing to inspire a new generation of children about the opportunities for British engineering?

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

I am delighted to accept that invitation, particularly because on Sunday I took part in the oldest motoring event in the world, driving from London to Brighton in six hours. The speed of the Bloodhound will be a great experience, I am sure.

[Mr Speaker]

I am sure an invitation to come upstairs beats an invitation to come outside.

--- Later in debate ---

[Mr Goodwill]

We continue to invest in third rail heating, to ensure the reliability of our rail services. Gatwick airport has the advantage over Heathrow, in that it has capacity to put snow ploughs on the runway without disrupting flights in the same way. As I said in my evidence to the Transport Committee only a week or so ago, we have good winter resilience, with more snow ploughs and more salt, and we are confident that the Highways Agency and local authorities can keep the roads clear.

[Bridget Phillipson (Houghton and Sunderland South) (Lab)]

In Tyne and Wear, a consultation process is currently under way on introducing quality contracts for local bus services. Does the Minister agree that bus companies should be investing in local services rather than wasting vast sums on misleading and scaremongering attacks?

[Mr Goodwill]

We continue to keep the option of quality contracts open to local authorities. In the spirit of localism, it is their decision if they want to use them. I think that the better bus contract is a better model, but if local authorities want to follow the model that is used in London, they may do so.

[Andrew Percy (Brigg and Goole) (Con)]

T6. The Secretary of State has been very kind to the East Riding in respect of pinch-point funding. I urge him to extend his kindness to the other side of the Humber and support the pinch-point funding bids from North Lincolnshire council, of which my hon. Friend the Member for Cleethorpes (Martin Vickers) and I are very supportive, and in particular the bid that relates to Humberside airport.

--- Later in debate ---

[Jim Shannon (Strangford) (DUP)]

Does the Minister agree that as we approach the Christmas period, more use should be made of the media, and television in particular, to underline the zero-tolerance message on drink-driving? Will he consider running such a campaign in conjunction with all the regions of the United Kingdom of Great Britain and Northern Ireland?

[Mr Goodwill]

We regularly publicise the issue of drink-driving, particularly in the run-up to Christmas, and will continue to do so. I do not know whether the problem is worse in Northern Ireland than elsewhere, but I am sure that the devolved Government will push the same line as us.

[Simon Wright (Norwich South) (LD)]

According to a report by the transport consultants, Atkins, enhancements to capacity, line speed and service quality on the great eastern main line could bring an extra £3.7 billion into the economy. Will the Minister confirm that the recommendations of the East Anglia rail prospectus, which is backed by MPs from across the region, will be progressed at the earliest possible opportunity?

General Aviation Red Tape Challenge

Robert Goodwill Excerpts

Wednesday 6th November 2013 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

I, together with the Minister without Portfolio, my right hon. Friend the Member for Welwyn Hatfield (Grant Shapps), wish to inform the House of the changes to the regulation of general aviation following the general aviation red tape challenge.

The general aviation (GA) red tape challenge ran from 11 April to 16 May 2013. It received nearly 500 responses, including 298 via e-mail, three times as many as any other theme to date. These responses identified many areas where improvements are needed and highlighted the need for a change in approach to regulating GA. As a result of this, the Government are launching a substantial programme of reform that will help support a vibrant GA sector. The GA sector currently supports around 50,000 jobs in the UK and makes an overall economic contribution to the UK economy of £1.4 billion per annum. It could and should be able to contribute more.

The Civil Aviation Authority (CAA), the independent regulator of civil aviation in the UK, recognises the need to create a culture change in the regulation of the GA sector. As part of this culture change the CAA is setting up a new GA unit within its current structure. This is firm recognition that general aviation requires different, and less onerous, regulation to that of commercial air transport. The CAA’s GA unit will be dedicated to effective and proportionate regulation that supports and encourages growth of the GA sector. The unit will also work with Government to identify potential funding for new technologies to support the sector. It will be fully set up within the CAA by April 2014.

The CAA has incorporated the findings of the GA red tape challenge into its own internal review to produce a comprehensive GA reform programme. This will support a programme of deregulation and self-regulation for the GA sector. It will also remove complexity, look to deregulate where possible and where not, consider how to allow the GA sector to take on more responsibility and accountability for its own safety where possible and appropriate. This has already started with the launch in September 2013 of a consultation on deregulating for airworthiness purposes all UK-registered single-seat microlights. Starting in November, the CAA will lead a series of workshops with the GA sector to identify other areas that would benefit most from deregulation or self-regulation. These moves represent the start of an ambitious programme of work to follow.

The Government have successfully lobbied for an evaluation of the application of commercial aviation safety requirements to non-commercial aviation to be included in the EU regulatory fitness and performance (REFIT) programme and welcome the European Aviation Safety Agency (EASA) road map for general aviation. Both the Government and the CAA will engage with the GA community over the coming months to identify priorities for reform and take these forward within the EU’s reform programme.

The CAA will strengthen its engagement with the sector to improve consultative arrangements and ensure effective representation. The CAA is committed to being open and transparent in its engagement and collaboration with the GA community. It will work with a firm objective to support education and compliance rather than regulation and enforcement, using legal instruments and powers only as a last resort.

The CAA will involve the GA sector in the development of a new regulatory framework and its associated policies; there will be opportunities for the sector to challenge the CAA when it believes regulation is unduly burdensome; there will be more scrutiny of the CAA’s fees and charges to provide greater transparency; and the CAA will improve the quality of information it provides. From the responses to the red tape challenge it is clear that regulatory complexity has led to misunderstandings. To address this, the CAA will run a “myth-busting” initiative to clarify what exactly regulations require. For example, it will debunk the myth that the CAA requires all aircraft movements within the UK to be logged.

To facilitate the effective and timely implementation of these measures, the Government are appointing an independent “challenge panel” including GA industry representatives. This panel will report directly to Ministers. It will provide a “critical friend” function to the CAA. The challenge panel will run initially for six months until April 2014. During this time the panel will monitor and support the implementation of the CAA’s deregulatory programme. It will also be asked to identify further opportunities to deregulate and to promote growth of the sector. It will provide to Ministers an interim report in January and a final report in April.

We will task the challenge panel to propose ideas, and will also encourage the CAA and Government Departments such as the Department for Business, Innovation and Skills and the Home Office, to consider where projects might support and encourage an innovative and dynamic GA sector. For example, how best to support a dynamic leisure and training sector, and how to remove outdated paperwork which serves little purpose.

In announcing these measures we are announcing the launch of a “right to reply” consultation by the CAA into its response to the GA red tape challenge. This consultation will run until 6 December and is a good opportunity for the GA sector to make its own assessment of the CAA’s detailed response. The responses to this consultation will be available to the challenge panel, which will be able to submit its own views on the CAA response within its January interim report. These reforms mark an important and significant step-change in the approach to GA regulation. The new regulatory regime will be founded on risk-based intervention, proportionate to the safety needs of informed participants while protecting uninvolved third parties and supporting and encouraging a flourishing GA sector. We will work closely with the general aviation sector and the GA representative bodies in particular in taking this forward

General aviation can and should contribute to the UK’s economic success, while providing a safe environment for participants and the public. The Government’s aim is therefore to make the UK the best country in the world for general aviation.

I will place copies of the documents in the Libraries of both Houses.

Ministerial Correction

Robert Goodwill Excerpts

Tuesday 5th November 2013 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

On 31 October 2013, Official Report, columns 1124-25, in the course of my statement to the House during the report stage of the High Speed Rail (Preparation) Bill, I quoted a figure for the annual departmental budget for the Department for Transport.

The figure quoted was actually a figure for the Government’s annual capital investment budget.