Airport Expansion: East Anglia

Robert Goodwill Excerpts

Tuesday 12th January 2016 Westminster Hall

[Douglas Chapman (Dunfermline and West Fife) (SNP)]

Mr Pritchard, it is a pleasure to serve under your chairmanship for, like some other Members here, the first time. I congratulate the right hon. Member for Saffron Walden (Sir Alan Haselhurst) on securing the debate.

I will outline some of the Scottish National party’s views before I sum up. On the ongoing debate between Gatwick and Heathrow, the SNP has been fairly agnostic on airport expansion and the choice of location. Our main proposal would be to secure two-way benefits and sustainable connectivity between Scotland and our global markers. We need assurance that we can enjoy sustainable access to the hub airports that serve Scotland. Clearly, some of the final decisions to be made—the costly and large infrastructure decisions—affect many billions of pounds in commercial activity. Like the right hon. Member for East Ham (Stephen Timms), we are particularly disappointed that it seems to have turned into a bit of a bunfight for political advantage. A quick decision on airport capacity is needed. There is a risk attached: if the decision is further delayed, it is to the detriment of all concerned. We cannot allow the machinations of the Landon mayoral elections to get in the way—that point was clearly made by the right hon. Gentleman.

The right hon. Member for Saffron Walden has made a good case that his local airport is successfully managed. He mentioned the number of apprenticeships and jobs that were created by the airport and the increase in passenger traffic. It is also vital to recognise that where we have a successful airport such as Stansted, we do see a clustering of high-quality businesses. Again, for the long-term sustainability of the economy, these are extremely valid and good reasons to have airport expansion across the UK. However, he made the point that if such expansion was to take place, connectivity to such airports, particularly rail links, would be vital.

I cannot comment on the scandal of the A20, as the right hon. Gentleman called it; I think he was going back 38 years. I might not be chronologically challenged on that one, but I am geographically challenged, because I am not fully aware of where the A20 either starts or goes to. I am sure that is something we can discuss at a later stage.

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

The hon. Gentleman need not be too embarrassed. It is a devolved matter, so I do not expect to know all the road numbers in Scotland, either.

[Douglas Chapman]

I take that on board.

The right hon. Member for Saffron Walden mentioned that the rail infrastructure around his airport is not nearly as good as the rail infrastructure around Heathrow and Gatwick. As a Scottish MP, all I can say is, “Welcome to the club.” We have to deal with that daily.

I will quickly address the comments of the right hon. Member for East Ham. Obviously, there is the issue of the Stratford link and ensuring that people in his constituency can gain employment by making it an easy move for them. There is also the promotion of London City airport. The right hon. Member for Saffron Walden will already be aware that, as soon as such a debate comes up, we get people from all over the country saying, “Our airport should be the one that is favoured,” or “Our part of the country should be favoured,” and supporting various airports that are close to their heart.

--- Later in debate ---

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

It is a great pleasure to serve under your chairmanship, Mr Pritchard. I congratulate my right hon. Friend the Member for Saffron Walden (Sir Alan Haselhurst) on securing this debate. I enjoyed his recap of the history of Stansted; I do not think I grimaced even once. He talked eloquently about the importance of airports not only for the Anglian region but for maintaining the UK’s air connectivity and for jobs and economic regeneration across the country. I therefore welcome the opportunity to respond to the debate on behalf of the Government.

I hope my right hon. Friend will be encouraged that we all have the same interests at heart. I acknowledge his specific points about the continued and future importance of Stansted airport. Indeed, I have visited some of the facilities with him to see them at first hand. I made a point of travelling there by train, so that I could experience that journey myself. When I visit airports, I try to travel in the same way as members of the public in order to experience the whole journey that they would cope with in some cases or enjoy in others.

As my right hon. Friend mentioned, Stansted is one of the largest employers in his constituency, employing 11,500 people on site across 200-plus companies. It provides significant economic benefits not only locally but to the wider Anglian region by supporting the globally competitive high-tech and biomedical industries, not least in the constituency of the hon. Member for Cambridge (Daniel Zeichner), who speaks for the Opposition.

This is a timely debate, given the Government’s recent announcement on airport expansion in the south-east. The Airports Commission set out a convincing case for new runway capacity in the south-east by 2030, which the Government have accepted. We also accepted the commission’s final shortlist of three schemes. It is vital that we get the decision right so that it will benefit future generations, which is why we will consider further the environmental impacts and continue to develop the best possible package of measures to mitigate the impact on local people and the environment.

[Mr Jackson]

Mr Pritchard, I was remiss earlier in not saying what a delight it is to serve under your chairmanship. Does my hon. Friend agree that, in terms of sustainability, it is also important to concede that even during the 10 years that we have been in the House, aircraft have become cleaner and quieter? There have been big technological changes in the development of aviation fuel, for instance. The aircraft industry and airlines are much more sustainable than they have ever been.

[Mr Goodwill]

My hon. Friend is absolutely right that aircraft have become much quieter. Each generation of new aircraft is quieter than the previous one. Of course, the problem with aviation tends to be the very long life of aircraft. Cars might have a 10, 12 or 15-year turnaround, but many 25-year-old aircraft are still flying. Turnaround happens more slowly in the aviation sector, but it is good news that both Boeing and Airbus have thick order books and that companies such as easyJet, which is based in Luton, are buying new aircraft. We heard that, at London City airport, new Embraer aircraft are providing quieter and cleaner journeys.

Of course, air quality around airports is not just about aircraft. In some cases, it is mainly about other sources of pollution, particularly NOx from traffic. I need not remind Members of the problems that we experienced last year with vehicles that did not come up to the emissions standards that might have been expected from the lab tests. That is one factor that we must consider to see how we can improve air quality in areas, particularly London, where air pollution has not decreased as much as we would have expected based on the replacement of old vehicles with new vehicles that perform to Euro 6 standards.

Crucially, the timetable set out by the Airports Commission for delivering additional capacity to the south-east by 2030 will not alter. My right hon. Friend the Member for Saffron Walden will, I am sure, appreciate the importance of airports for businesses and residents in the Anglian region. This debate has shown that it is not just larger airports such as Stansted and Luton that are important to the Anglian region; some of our small airports also play a key role in supporting the economic growth of the regions that they serve. The Government have always made it clear that regional airports make a vital contribution to the growth of regional and local economies as a way to provide convenience and travel choice for air passengers.

[Kelvin Hopkins]

Has the Minister, or have the Government, been lobbied by a group that seems to make a reasonable case for expanding all the airports as a better way forward than an extra runway at Heathrow? I leave it with him; I have not definitely made up my mind one way or the other, but there seems to be a case.

[Mr Christopher Chope in the Chair]

[Mr Goodwill]

Virtually every airport that I have visited around the country shows increased passenger numbers and investment, both by the airports themselves and by the airlines that use them. I support the growth of regional airports. It is all about choice. We have a fantastic opportunity in this country to provide more choice, aside from the arguments that we will revisit later this year about the main decision on airport capacity at either Gatwick or Heathrow.

The smaller regional airports help to encourage investment and exports. They provide valuable local jobs and fuel opportunities for the economic rebalancing of their wider region or area. In the 2013 aviation policy framework, we emphasised the importance of regional airports for the availability of direct air services. Indeed, I prefer to call them local international airports rather than regional airports, because if someone lives in a region their local airport is their international airport.

Flights from those airports help to reduce the need for air passengers and air freight to travel long distances to reach larger UK airports. The Civil Aviation Authority’s statistics for 2014 show that the UK’s regional airports handled 92 million passengers, which was about 39% of the UK’s total. That underlines the point that the hon. Member for Luton North (Kelvin Hopkins) made about the importance of regional airports. Services from UK regional airports operated to more than 100 domestic and international destinations.

It is heartening to see that many of the airports that were impacted by the economic downturn a few years ago are now seeing real growth again, like the rest of our economy, and we want to see that growth continue. We warmly welcome the ambition of the UK’s airports. They are responding to local and regional demands by investing in their infrastructure to enable services to more destinations, better facilities and more choice for their passengers. That is particularly true for airports in the Anglian region.

At Stansted airport, passengers are seeing the benefits of a £260 million investment programme. That funding is transforming the airport and the passenger experience, with a terminal upgrade, improved security and immigration areas and investment in car parking facilities. It is not just the passengers who are benefiting from that investment. The airport has recently invested half a million pounds in a new education centre for five to 18-year olds to create an inspirational airport-themed learning environment for the local communities. That will encourage the next generation to consider jobs in the aviation industry. Indeed, I was pleased to hear about similar work being done at London City airport.

At Luton airport, a £100 million investment programme is seeing expansion of the existing terminal, investment in the latest security scanning technology and improvements to the airport’s forecourt.

Southend airport did not get much of a mention today, which I was a bit disappointed about. However, I will visit it in two weeks’ time. Substantial redevelopment of the airport has seen a new control tower, a dedicated rail station, improved terminal facilities and a runway extension. The Secretary of State for Transport had the pleasure of opening the new £10 million extended passenger terminal back in April 2014. Private sector investment at Southend airport has also meant the dedicated railway station being opened, providing direct rail links to the airport for passengers travelling on the line between Southend Victoria and London Liverpool Street.

We have heard from almost everyone who has contributed today that good surface access links to our airports are essential, because getting to and from an airport as quickly and easily as possible is vital for passengers. Also in Southend, investment by the Government is seeing improvements to routes in and around the town, including those to the airport. More than £38 million of funding has being provided through the local pinch point fund and local growth fund. In addition, funding secured by the South East local enterprise partnership will see further expansion of the Southend airport site to create a business park, commercial developments and jobs.

The Government’s plans for the first road period, from 2015 to 2020, include investments that will improve access to many of England’s major airports. For Stansted, that will include a technology upgrade on the M11 between junctions 8 and 14—incident detection improvements, automatic signalling, variable messaging signs and CCTV cameras will all benefit those travelling to Stansted airport. Further improvements are scheduled for passengers travelling to Stansted by rail.

Between 2014 and 2019, which is control period 5, Network Rail will deliver the construction of a third track between Tottenham Hale and Angel Road and power supply improvements on the line, along with a new station at Cambridge science park. Those changes will benefit passengers from the rest of the Anglian region and from London who travel by rail to Stansted.

I am well aware that my right hon. Friend the Member for Saffron Walden chairs the West Anglia taskforce, which I understand is looking at ways of improving rail connections between London Liverpool Street, north-east London, Cambridge and Stansted airport. We look forward to seeing the taskforce’s findings when they are presented later this year. During the debate today and on other occasions—often over breakfast—my right hon. Friend has made his own position on the issue more than clear.

At Luton airport, we have funded improvements connecting the M1 spur to the wider motorway network, improving access to the airport and helping to reduce congestion. The South East LEP has also secured more than £21 million of funding to improve road access for passengers and planned development around Luton airport. By the way, we will also consider the recommendations set out in the Transport Committee’s study of surface access to airports when they are published later this year. I was pleased to be able to give evidence to that Committee.

[Stephen Timms]

Given the Minister’s remarks, does he recognise the potential benefit of the expansion that is proposed at London City airport? Of course, that expansion is now subject to a planning appeal procedure, but it is a potentially worthwhile and significant addition to airport capacity for London, the south-east and the Anglian region, which could be delivered quite quickly.

[Mr Goodwill]

I thank the right hon. Gentleman for making that point. I will be very careful about what I say in the light of the planning inquiry that is scheduled to take place in March. As he mentioned, the Secretaries of State for Transport and for Communities and Local Government will make the final determination on the application, so it would not be appropriate for me to comment. I very much enjoy using that particular airport. Indeed, I timed myself passing through security the last time I used the airport. It took just four minutes, which is just what members of the business community want. They want to arrive very late at the airport but still get on the flight, although I am not sure that the airport management would suggest that as a strategy.

Within the UK, airlines operate in a competitive and commercial environment, and we consider that they are best placed to determine which routes they operate and from which airports. We know that the commercial aviation market brings many benefits to air passengers. However, the Government also recognise that aviation plays an important role in connecting regions, so there may be occasions when aid is necessary to develop air services to airports where local economic conditions prove unattractive to airlines. However, we are conscious of the risk of competition being distorted by Government intervention in the commercial market. That is why we have been careful in balancing the commercial imperative with the need to provide support for new air routes from our smaller airports.

The Chancellor announced in November that 11 new air routes from smaller UK airports would be supported, with about £7 million of start-up aid over the next three financial years. Those routes—two of which are from Norwich airport and one from Southend airport—will begin operating from this spring, and they will provide domestic links between England, Scotland and Northern Ireland, as well as international connectivity to France, Germany, the Netherlands and Ireland.

[Mr Jackson]

The Minister is being generous in giving way. Will he undertake to continue to monitor the fiscal impact of air passenger duty, including on the growth of regional airports and on potential new long-haul routes? APD is an important issue, although it does not lie within his remit.

--- Later in debate ---

[Mr Goodwill]

Yes, I almost say without thinking that that is a Treasury matter. However, as my hon. Friend outlined in his speech, we have seen massive investment in road and rail, which has been funded in part by air passenger duty and other taxes. I point out that APD raises £3.2 billion per year, and the Chancellor has responded to concerns about it in a number of Budgets, not least by simplifying the banding so that people travelling on the longest-haul flights are not penalised. Most importantly, however, he has recognised the problems that many parents face with the high cost of flights during school holidays by bringing forward exemptions to APD for children. If there is one thing that I cannot criticise the airline and airport industries for it is making clear their views on APD.

My right hon. Friend the Member for Saffron Walden raised the issue of the A120 from Braintree to Marks Tey. In the July Budget, the Chancellor announced that the Government would co-fund a study with Essex County Council into dualling the last single-carriageway section between Stansted and the A12. That puts the scheme in a strong place for the next roads investment strategy. If funding is secured for the scheme, it could be one of the first schemes at the start of construction in roads investment strategy period 2, which I think is the equivalent of a control period in the rail industry.

The hon. Member for Luton South (Mr Shuker) talked gloriously about Luton airport and its benefits. Luton Borough Council is part of the east-west rail consortium of local authorities, and the rail investment strategy has made funds available for the reinstatement of passenger and freight services between Oxford, Bedford, Milton Keynes and Aylesbury. The infrastructure is expected to be completed by 2019, although the final stage of the electrification between Bletchley and Bedford will not be completed until 2020-21, to coincide with the electrification of the midland main line.

The hon. Member for Luton North also, not surprisingly, talked about Luton airport. Luton airport will assist the Department and Network Rail in examining the opportunity to secure four fast train services an hour to London. Upon completion of the Thameslink programme, the new franchisee Govia Thameslink Railway expects to operate 16 trains an hour between London and Luton Airport Parkway at peak times.

I have received a copy of the Oxford Economics study on the benefits of Luton airport, and I will consider the points made in it. Having visited the airport, I am aware that the short journey up the hill would be much improved were there a rail link, but given that such a link would benefit mainly the airport, it is not a project for which I would expect the taxpayer to stump up most of the money.

The hon. Member for Dunfermline and West Fife (Douglas Chapman) talked about the importance of connectivity to all parts of the United Kingdom, including Scotland. Indeed, part of the assistance that we are providing to build connectivity is helping airports in Scotland. He also said that we must not be London-centric. I say “Hear, hear” to that, coming from Yorkshire as I do. He wisely did not touch on Prestwick airport, which is now run by the SNP—the Scottish nationalisation party, as it is becoming—and he did not update us on how that is turning out. He shakes his head—I am not surprised.

The hon. Member for Cambridge was kind in recognising the high level of agreement on aviation issues, and I am pleased that we will be scrutinised in that spirit. He talked about the sustainability of aviation, which is a subject close to my heart. This year will give us a once-in-a-lifetime opportunity to secure a global market-based mechanism at the International Civil Aviation Organisation meeting, so that we can bear down on aircraft CO₂ emissions. I hope that that mechanism will be agreed later this year. Of course, airlines such as British Airlines and Virgin do tremendous work on alternative fuels produced from waste and from by-products of the steel industry.

I will give my right hon. Friend the Member for Saffron Walden plenty of time to sum up. The Government have established the right foundations for moving forward, gaining consensus and securing the benefits that aviation brings to the whole nation. We are clear about the economic and connectivity benefits that all our airports bring to regions and to business.

Vauxhall Bus Station

Robert Goodwill Excerpts

Wednesday 6th January 2016 Commons Chamber

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

I congratulate the hon. Member for Vauxhall (Kate Hoey) on securing this debate about the effect on London and its transport network of the proposed demolition of Vauxhall bus station. It follows a slightly more convivial debate that we had on the same subject last night in a different location in the building.

This debate is particularly timely, because Transport for London’s consultation on its proposals is open for another 10 days or so. If anyone has been misled during the process, I am sure the hon. Lady has clarified matters. I will ensure that a transcript of her comments and of the whole debate is sent to those she mentioned.

Transport is London’s lifeblood, and London’s transport is critical to the rest of the UK. We know that London contributes about 20% of the UK’s GDP, and that its population is set to grow to 9 million by 2020 and 10 million by 2030. We all understand the need for continued investment in transport infrastructure to allow London and the rest of the UK to continue to prosper. I do not need to tell hon. Members that transport in London is much improved from just a few years ago. We have better bus services, Boris bikes and transformational tube modernisation.

I turn now to London buses in particular. There are at least 6.5 million journeys a day on the London bus network, compared with 4 million on the tube. That amounts to 2.4 billion journeys a year on the London bus network, which is more than half of all bus journeys made in England. I am proud that some of the buses are manufactured in Scarborough in my constituency, and some Members in the Chamber will know that a number are manufactured in Ulster. I will not comment on which might be the better buses.

Vauxhall bus station is owned and maintained by Transport for London and is, as the hon. Member for Vauxhall said, the second busiest in London after Victoria. As she will be aware, in 2013 her comrades on Lambeth Council and TfL announced plans to demolish the bus station to build a new high street as part of Vauxhall’s regeneration plans. Those plans include redesigning the transport interchange, including a new central bus station. TfL’s plans also include providing more cycle and pedestrian crossings, providing segregated lanes and parking for cyclists, and improving existing public spaces and providing new ones. As a cyclist myself, when I was down there last week I had a look at how difficult the area currently is for cyclists, despite the fact that we have a new cycle superhighway into the area.

TfL ran an initial consultation on its proposals in 2014 and is currently running a further public consultation on detailed design proposals. It received more than 2,000 responses to the initial consultation, with the majority supporting the proposals.

[Kate Hoey]

Will the Minister give way on that point?

[Mr Goodwill]

By all means. I thought the hon. Lady might want to intervene.

[Kate Hoey]

The Minister must understand that in that consultation no one was asked whether they wanted to see the bus station removed.

[Mr Goodwill]

I am aware that that is the hon. Lady’s view. I have not looked at the consultation in detail, but I hope that her making these points will help her constituents respond in the time available. I encourage them to take part in TfL’s consultation and express their views before it closes on 17 January. I understand that TfL has hosted several drop-in sessions to discuss the consultation with local parties in detail—there is one tomorrow night. I encourage her constituents to attend those sessions.

The proposed changes to the bus station are an integral part of TfL’s wider plans to transform the wider Vauxhall Cross area. In turn, that is part of TfL’s £4 billion road modernisation programme, which is the biggest investment in London’s roads for a generation and which, among other things, aims to make London more cycle-friendly. The road modernisation programme consists of hundreds of projects to transform junctions, bridges, tunnels and pedestrian areas. The Government’s financial support to TfL has helped to enable it to deliver that programme, the tube modernisation programme and all other investment in London’s transport infrastructure.

For many years, Vauxhall Cross has been heavily dominated by motor vehicles. The gyratory system can be difficult to navigate and the area is very unwelcoming to pedestrians. The existing pedestrian crossings do not always follow the most direct or popular routes, which can lead, as I have observed, to pedestrians crossing roads away from crossings. That leads to a large number of collisions involving injury to pedestrians and cyclists in London.

The overall aim of the proposals is to create a thriving, more pleasant and safer public space, with better facilities for pedestrians, cyclists and bus users alike. I should like to assure the hon. Lady that improving the area for bus users is a top priority for the Mayor and for Vauxhall’s town regeneration scheme. Redesigning the transport interchange will bring benefits for not only bus users but cyclists, pedestrians and vehicles.

A new bus station will benefit bus users in a number of ways. It would be fully integrated with the new pedestrianised square and two-way road system, and would have facilities including public toilets, seating, information displays and maps, and an information kiosk. All that would mean a safer and easier interchange at the centre of Vauxhall.

TfL will ensure that bus passengers are inconvenienced as little as possible. Temporary bus stop locations will be incorporated in the construction phasing plan and consideration will be given to the ease of interchange for users, minimising alterations. The stop locations and any changes to routes will be fully communicated to all bus passengers with clear signage on site.

The hon. Lady mentioned her concern that TfL’s proposals, particularly the removal of the distinctive ski-jump canopy, will mean that bus passengers have less shelter from the weather than they do today. I understand from TfL that its proposals include a new canopy in the main bus station, with a contemporary look and feel to it, that will provide shelter from the rain.

[Kate Hoey]

I know the Minister has the TfL briefing, but if he knew as much about TfL as we do, he would not believe it. The briefing is wrong. The proposed canopy will not go over everywhere—it will be like little bus stop covers that he can find at any bus stop. The proposal is not for a bus station or interchange, but for a hotch-potch of bus stops put together.

[Mr Goodwill]

I hear what the hon. Lady says. There will also be canopies providing shelter between the different parts of the new bus station. I should like to assure her that the canopies have been designed to provide a better level of weather protection than the current canopy. As the current canopy is so high, when it is a windy day, the rain can blow under it. I have observed that when I have been in the area.

The design of the bus station may be iconic, but it is certainly not universally popular. I understand that it won a certificate of merit in the structural steel design awards in 2006 in recognition of its high standards of structural and architectural design, with the judges noting that

“the bus station elegantly gathers together all the elements of public transport within an overall umbrella surface which weaves its way overhead”.

In my view, however—a view that I think will be shared by the Prince of Wales—winning an architectural design award is not always a guarantee of long-term popularity for a structure. Although I would not go so far as to describe the current bus station as a “monstrous carbuncle”, I am prepared to say that I am not the biggest fan of the current design, but that is personal taste. Having seen artists’ impressions of the proposed bus station, I would argue that it is much more pleasing to the eye than the current one.

[Paul Flynn]

On a point of order, Mr Speaker. Is it in order for the Minister to call in aid members of the royal family? I understood that it was forbidden under our house rules.

[Mr Speaker]

Ministers should certainly tread with great care in such territory. I think that the Minister was referring to a known public statement of the Prince of Wales, but I am sure that he was not seeking to invoke his support with reference to the future of the Vauxhall bus station. I am sure that he will disavow any such intention immediately.

[Mr Goodwill]

Absolutely, Mr Speaker. Indeed, if one hears the word “carbuncle”, there can be only one name that comes to mind.

It might be helpful to the hon. Member for Vauxhall if I explain what TfL plans to do following the consultation. TfL has told me that it will publish a report on the results and analysis of responses in spring 2016. It plans to start construction in 2018, and it is also its firm intention that a bus station will remain in some form throughout the entire construction period.

The spending review settlement shows that we recognise that London is a city on the move. The capital’s economy is moving emphatically in the right direction, and our support is helping to transform London’s transport network. I am proud to be part of that transformation, together with all our partners, including TfL, although I understand that the hon. Lady is not its biggest fan. The investment we are making for the next five years will not just keep London mobile but equip the city for the challenges of the future, to compete and win in the 21st century global economy.

[Kate Hoey]

Will the Minister come and visit, with the Minister responsible for London, to meet the people who understand the issue much more than some of the experts at TfL?

[Mr Goodwill]

I will certainly extend the hon. Lady’s invitation to my noble friend Lord Ahmad, who covers this area in the Department. I am sure that he will consider it carefully.

TfL’s plans for Vauxhall bus station are an important part of its wider road modernisation programme and I strongly encourage all interested parties to let TfL have their views on the proposals before the consultation closes on 17 January.

Question put and agreed to.

Walking and Cycling Investment Strategy

Robert Goodwill Excerpts

Thursday 17th December 2015 Written Statements

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

I am today publishing the Government’s timetable for the development of the first cycling and walking investment strategy (CWIS).

In February 2015, the Government introduced a duty through the Infrastructure Act 2015 for the Secretary of State for Transport to bring forward a cycling and walking investment strategy in England. In July, part 2 of the Infrastructure Act (cycling and walking investment strategies) was enacted.

The document, setting the first cycling and walking investment strategy, sets a long-term vision for walking and cycling to 2040 through a series of consecutive five-year strategies. Our starting principle for the development of the investment strategy is a desire for cycling and walking to become the norm for short journeys or as part of a longer journey in places that are designed first and foremost for people on foot or bicycle.

The document also sets out the elements that will form the first investment strategy, which will be a step towards delivering our manifesto commitment to double cycling—an ambition document and statement of funds available, governance structures, a performance monitoring framework, and a national walking and cycling infrastructure plan study. I plan to undertake public consultation on the draft first CWIS next spring with publication following in the summer.

I will be placing a copy of this statement and the document “Setting the First Cycling and Walking Investment Strategy” in the Libraries of both Houses.

Attachments can be viewed online at http://www. parliament.uk/writtenstatements.

[HCWS413]

Ministerial Cars

Robert Goodwill Excerpts

Thursday 17th December 2015 Written Statements

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

I am publishing today details of the charges incurred by Departments for the use of official Government cars provided to Ministers by the Government Car Service (GCS) during the financial years 2012-13, 2013-14, and 2014-15.

Charges to Departments have not increased since 2010. The GCS has reduced its running costs by over two thirds since the start of the reform programme and we are committed to continue reducing the cost to the taxpayer of the provision of secure ministerial cars. As a result of a series of changes, including closure of the Government mail service, overall operating costs have fallen from £21.617 million in 2010-11 to £6.325 million in 2014-15.

The charges recorded in this statement reflect the service model which came into effect in April 2012. This provides Departmental Pool Cars which are a shared resource for a Department to use as efficiently as possible. In addition, the Car Service offers a small pre-bookable service utilising any spare capacity.

These charges do not necessarily reflect the total spend on car services for Ministers as some Departments have arrangements with other providers. The Chancellor uses the Government Car Service to supply a driver and vehicle for his protection package whereas the Prime Minister, Home, Foreign, Defence and Northern Ireland Secretaries of State use the Metropolitan Police.

Attachments can be viewed online at: http://www. parliament.uk/writtenstatements

[HCWS436]

Transport Council

Robert Goodwill Excerpts

Thursday 17th December 2015 Written Statements

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

I attended the final formal Transport Council meeting under the Luxembourg presidency (the presidency) on 10 December 2015.

The Council held a policy debate on social aspects in road transport, which also covered broader market objectives. Several member states made it clear that they could not support further market liberalisation without a greater harmonisation of social conditions. However I joined others in calling for a more balanced framework to ensure that social measures do not create barriers to the freedom to provide services. During the debate two member states called for an extension of existing licensing rules to bring vehicles below 3.5 tonnes into scope, in order to ensure fair competition. I flagged significant reservations on any such extension due to our concerns over the likely rise in enforcement costs and potential negative impact on road safety.

Under any other business, there were several aviation items, including: a presentation from the Commission on its proposed aviation package, published on 7 December, which aims to enhance competitiveness, improve growth and maintain high EU standards in safety, security, environment, social provisions and passenger rights; a presentation from the Netherlands on the investigation into the crash of flight MH17; and information from Bulgaria, together with other member states in the International Civil Aviation Organisation (ICAO) central European rotation group, on the 2016 election to the ICAO Council.

The Commission also gave a brief presentation on its state of the energy union report encouraging further member state action, in particular calling on member states to start drafting their national energy and climate plans, and updated member states on transport security following recent tragic events. The presidency encouraged member states to ratify the Luxembourg protocol, relating to the financing and purchasing of rail rolling stock, and finally, the Netherlands outlined their transport priorities for their upcoming presidency which include taking forward negotiations on aviation proposals, opening trilogue discussions with the European Parliament on the ports services regulation and completing them on the fourth railway package, and promoting developments in innovative technology.

Following formal Council business I attended the lunchtime debate on road safety, which discussed ways in which to reduce fatalities and serious injuries across the EU, and held bilateral meetings with my French and Polish counterparts, as well as thanking the Luxembourg Minister for their very competent presidency.

[HCWS414]

Maritime Growth Study: Government Response

Robert Goodwill Excerpts

Wednesday 16th December 2015 Written Statements

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

In November 2014, the Department for Transport launched a comprehensive study, chaired by Lord Jeffrey Mountevans, now Lord Mayor of the City of London, into maintaining the UK’s status as a world-leading maritime centre. The “Maritime Growth Study: keeping the UK competitive in a global market” was published on 7 September, the opening day of London international shipping week 2015, with a commitment from Government to formally respond to the report by the end of the year.

The last such review took place nearly two decades ago and the global economic landscape has changed significantly since then. However, one constant has been the continuing contribution of UK maritime and marine industries to our economy and in keeping seaborne trade moving worldwide. The study highlights that this has been achieved through a highly advanced, world-class maritime cluster spread across the nation that attracts investment and exports services worldwide. The sector’s direct economic contribution is at least £11 billion, while directly supporting at least 113,000 jobs and 6,600 businesses. The UK is truly a “one-stop-shop” for the global maritime market, but the study concludes that there is still much more that it can achieve.

The report recognises that other maritime centres in Europe and the far east are experiencing rapid growth and seeking to replicate our success. Government and industry must therefore work together to reinforce the UK’s role in the global market and put our nation in the best possible position to exploit the expected doubling in world sea trade by 2030. A successful maritime sector will support the Government’s commitment to enhancing domestic productivity, rebalancing the UK economy, increasing exports and raising our global status.

The study involved extensive engagement and independent research to inform and shape its conclusions and recommendations. The process also benefited from the scrutiny and support of an industry advisory group chaired by Michael Parker, chairman of the UK arm of global shipping company, CMA-CGM, and comprising senior business leaders from across the sector.

The report encompasses Lord Mountevans’ recommendations for Government and industry, focusing on four themes in particular: Government leadership, industry leadership, the need for a skilled workforce and the opportunities for marketing maritime UK. The Government welcome his findings and will take forward the recommendations in all four of these areas, partnering with and involving industry as required.

Significant progress is already being made. A new ministerial working group for maritime growth has been established to drive growth and tackle issues impacting the sector. The working group, including representatives from industry, met for the first time last month to discuss items on maritime inward investment and export growth, as well as the opportunities presented by the Government’s proposed reform of apprenticeships. The working group will be supported by a committee that will bring together senior officials from key Departments with an interest in maritime in the new year to identify what further action is required.

Officials will shortly begin the process of updating the Government’s assessment of the seafarer requirement in the UK maritime sector so we have the most up-to-date picture of supply and demand. This will ultimately inform the chair’s recommended review of our support for maritime training (SMarT) scheme to ensure it remains fit for purpose.

A key focus of the study was the role played by the Maritime & Coastguard Agency (MCA)-administered UK Ship Register. The register has now seen nearly 12 months of modest, but continuous growth in gross tonnage. However, we will not be complacent about this success and fully support Lord Mountevans’ ambitions for the register, which were informed by evidence from the independent UK Ship Register Advisory Panel. In addition to the agency’s existing plans for creating a more efficient, flexible and customer-focused survey and inspection function, I am pleased to be able to announce the appointment of Simon Barham as director of the UK Ship Register. Simon brings a wealth of commercial shipping experience to the role and will begin the process of making the register more independent from the MCA’s regulatory functions when he starts in 2016. These improvements are being implemented against the backdrop of longer-term work by the Department exploring the scope for more significant reform of relevant MCA services, in particular the UK Ship Register.

While the specific recommendations for industry are for them to consider and respond to, the outcomes being sought, including greater co-ordination to promote the sector as a whole, are vital to achieving the chair’s vision for maritime. The Government are happy to support industry in this endeavour.

I am grateful to Lord Mountevans for his chairmanship of the project. His leadership and experience have helped to produce a compelling report on a sophisticated sector consisting of multiple markets and industries. He played an important role in successfully corralling the views of an expansive and diverse industry with varying interests. It is now for Government and industry to work in partnership to lever the findings from the study and keep the UK maritime sector at the forefront of the global market.

The report, “Maritime Growth Study: keeping the UK competitive in a global market” can be found on: https://www.gov.uk and copies were made available in the Libraries of both Houses on its publication in September.

[HCWS402]

Transport for London Funding

Robert Goodwill Excerpts

Tuesday 15th December 2015 Westminster Hall

[Mr Thomas]

My hon. Friend has made her point, and I stand with her on her concerns about Vauxhall station.

Also in south London, Waterloo’s overall passenger numbers have rocketed from 62 million 10 years ago to 100 million now. At some locations, peak-time travel is already close to unsafe, as I have said, and, for example, closure of Oxford Circus tube station due to overcrowding is now routine.

It is not just the rail and tube networks that TfL manages that are under pressure; its own estimates suggest that London’s roads are coming under greater pressure from increasing car usage, at a time when there is pressure to allocate more space to achieve safer cycling and good walking routes. If nothing else changes, by 2031 an increase in congestion of at least 60% is expected in central London; for the rest of inner London, congestion is set to rise by some 25%; and even in outer London, we expect to see a 15% increase in congestion. Traffic speeds are coming down and car journeys are taking longer. Congestion is already bad for ordinary car users, who face the nuisance of longer journeys, and it is bad for business, too.

As an aside, I hope the rumours that the Government are trying to ease air pollution controls are false, because in London the scale of air pollution, much of it diesel-related, is already extremely worrying. Perhaps the Minister will comment on that. The continuing need for TfL to invest in greener, less polluting vehicles is widely accepted, but such investment is a not insignificant future cost. However, from 2010-11 to 2014-15, TfL income from the Department for Transport fell by more than a third. In the coming year, Government grants will amount to only a little more than 20% of TfL’s annual budget. The transport systems of major competitor cities in Europe receive a considerably higher percentage of their funding from central Government sources. In Paris, for example, transport gets more than 40% of its funding from a Government transport tax.

Transport for London receives two types of grant from central Government: resource grants and infrastructure grants. The Department for Transport was hit particularly hard in the spending round, so it is perhaps no surprise that TfL has been significantly affected, with a 34% cut in funding overall in 2016-17. In the spending review, the Government said that they would phase out the resource grant to TfL, claiming that that

“will save £700 million…which could be achieved through further efficiency savings…or through generating additional income from…land TfL owns”.

It would be more accurate to say that TfL will, as a result of the Chancellor’s decisions, lose about £3 billion over the business plan period of 2015-16 to 2020-21. Inevitably, the loss of grant funding will have an adverse impact on the quality of service that my constituents can expect. The resource grant is to be axed—crucially, earlier than TfL had been led to believe.

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

The hon. Gentleman has outlined the massive increase in usage of the underground and other TfL transport. Congestion charge takings have also increased, because of more vehicles. Does he not therefore agree that any resource funding needs to be viewed in the context of fares, which are coming in in larger numbers?

[Mr Thomas]

I will talk about fares in a little while, and of course one has to look at TfL income in the round. Nevertheless, I hope that the Minister accepts that the loss of £3 billion over the current five-year business plan period is a huge reduction in funding.

Before the spending review announcement a couple of weeks ago, TfL had still expected to receive almost £800 million in revenue funding until as late as 2019-20. Any surplus in resource spending—there has consistently been a substantial surplus in the operating budget—has been reinvested to help fund TfL’s capital programme. Any loss in that funding will therefore inevitably have an impact on capital investment.

The announcement of those huge cuts comes at a time when TfL has had to announce a five-year delay to the wonderfully named sub-surface upgrade programme: a plan to increase by 40% the number of people who could travel on the District, Circle, Hammersmith and City, and—crucially for my constituents—Metropolitan lines. New trains and better signalling were to be delivered by 2018, but following the failure of the contract with Bombardier Transportation, the expected completion date has been shifted back to 2023. Will the Minister confirm that the cut in funding to TfL will not further exacerbate the delay in modernising the Metropolitan line and those other lines that were initially part of the sub-surface upgrade programme? TfL has estimated that the knock-on impact of the delay on London’s economy is £900 million. That is income and jobs that Londoners, some of them in my constituency, are set to miss out on.

TfL now claims that the cost of completing the modernisation of the Metropolitan line and the other routes under the sub-surface upgrade programme has increased by £1.15 billion since previous forecasts. To put that into context, TfL’s planned capital expenditure for 2016-17 alone is about £3.3 billion. Inevitably, the extra costs from the failure of the Bombardier Transportation contract, plus the huge cut in grant funding, call into question other investment projects and the speed at which they will be completed.

--- Later in debate ---

[Mr Thomas]

Rather than getting into the detail of what may happen with the garden bridge, let me say that I would prefer to see that money reallocated to a series of other existing and necessary capital investment projects. If my hon. Friend will forgive me, I think the priority is Harrow, but I am sure that he will be able to make the case for south London well.

I come back to the concern that the £3 billion cut in funding in the spending review and the extra costs from the sub-surface upgrade programme might put other investment projects at risk. The Piccadilly line refurbishment is particularly important for many of my constituents who live in Rayners Lane, South Harrow and Sudbury Hill. Will the refurbishment programme for that line go ahead as planned? There has been much speculation about when, or if, the night tube will go ahead. Perhaps the Minister can give us an indication of whether it is at risk of cancellation or substantial delay as a result of those cuts. In the Minister’s intervention, he raised a point about fares revenue. The upgrade of the four lines in the sub-surface upgrade programme would have generated extra fares revenue that will now be lost, as more passengers will not be able to be carried until much later. Some estimates suggest that that could be as much as £270 million lost.

In the eight years in which the hon. Member for Uxbridge and South Ruislip (Boris Johnson) has been Mayor of London, fares have rocketed. Some of my constituents, such as those who travel from West Harrow on the Uxbridge branch of the Metropolitan line, have seen a 60% increase in the cost of travelling into central London. My constituents and others who live in outer London and use the tube regularly have been treated as a cash cow by the Mayor of London for too long. I am concerned that the loss of that £3 billion may increase the pressure on the Mayor, and/or future Mayors, to raise fares still further.

I am also concerned that further job cuts on Transport for London’s network, which are now inevitable, will further compromise the safety and security of passengers, including my constituents. TfL operational staff fulfil crucial operational functions as well as many safety-critical roles such as managing peak flows of passengers and handling emergencies. On the tube, DLR and Overground, adequate numbers of staff are needed to identify and respond to emerging crush situations.

Adequate numbers of staff are required to limit fare evasion, too, which is rocketing—it is up to £61 million a year following a reduction in staffing levels. I pay tribute to Greater London Authority Labour colleagues, led by the excellent Val Shawcross, Navin Shah and Len Duvall, for that information. Visible staff help to deter and detect crime, including people preparing for or engaging in acts of persistent serious crime and even—God forbid—terrorism. Staff also reassure passengers during tense periods such as now, but staffing is at its lowest level in recent history and Government cuts make it look likely that it will drop further.

Under plans for staff cuts at stations, Leytonstone station, which currently has four staff in peak periods, will be reduced to two members of staff—a 50% reduction at a station where there has already been a worrying terrorist incident. That is just a small indication of the worry that further job cuts, driven by the major cut in Government funding, might force on us.

I understand that London Underground Ltd now plans to cut a further 838 front-line staff positions from normal traffic hour operational levels. New staffing levels have apparently been derived from so-called business need schematics formulae, which do not incorporate the need for security checks or other operational needs. As a consequence, staff are required to meet the demands of security checks and will have to be removed from their allocated customer service positions for sizeable portions of their shifts to do so, leaving their areas unstaffed and effectively unmonitored on occasion. That is a concern. Will the Minister be willing to review with Transport for London’s managing director whether the loss of those front-line staff is a sensible way forward and whether alternatives might be found?

[Mr Goodwill]

Does the hon. Gentleman agree that, given Oyster and the introduction of other smart ticketing systems, the move to get staff out of ticket offices and on to stations to assist passengers and help with security is good and something that we wish to see more of?

[Mr Thomas]

I might have been more sympathetic to the Minister’s intervention if there were not plans to shut more of the control rooms on the underground, because London Underground Ltd proposes that all but a few control rooms in the largest stations will be de-staffed. Proposed staffing cuts and that emphasis on customer-facing duties will require staff who are normally allocated to control rooms to work in the ticket hall. The result will be that there will be no routine monitoring of CCTV at more than 90% of stations, including some that have high volumes of passenger traffic, when major events are taking place. Will the Minister be willing to meet, with me, a deputation of the workforce who are concerned about the impact of the various job cuts on passenger safety? I look forward to his answer, and hope that he will, in the spirit of his interventions, and the spirit in which I have taken them, be willing to do that.

I want to raise some concerns about the impact of the cut in TfL funding on the accessibility of the London underground network. My constituency has six tube stations—exclusively tube stations—that are inaccessible to people using a wheelchair, and usually inaccessible to people with a pram. I understand that there are no plans for North Harrow, South Harrow, Sudbury Hill, Rayners Lane or West Harrow to be made accessible. There has long been talk of a plan for Harrow on the Hill to be made accessible, but it is not currently included for access to the small amount of funding that is available to make stations more accessible. I worry that the loss of £3 billion will reduce its chances even further. Perhaps the Minister would use his influence with Mike Brown, the head of Transport for London, who I am pleased to say came to North Harrow station to celebrate its centenary earlier this year, and encourage him to take an interest in the accessibility of Harrow on the Hill station.

My last point about the impact of the cuts concerns property income and the pressure on Transport for London to maximise its income from property sales or assets—essentially from the land that it owns. I should think that the whole House would think it a good thing to encourage Transport for London to make its land available for housing. The concern is that it is being put under heavy pressure to extract as much value as possible from selling its land or the housing on the land, with no consideration of Londoners’ broader needs for affordable housing. There are also concerns, as my hon. Friend the Member for Hammersmith (Andy Slaughter) knows well, about the methods being used to encourage Transport for London down the property development route. It has established a commercial development advisory group, which is chaired by Francis Salway, with Richard Cotton, Mike Jones and Richard Jones as the other members, but I worry that none of them has a background in social or affordable housing. I hope that the Minister may be willing to use his good influence to encourage Transport for London to see the bigger picture about housing in London, while at the same time seeking to maximise its income from its land.

--- Later in debate ---

[Clive Efford]

I cannot think of a better reason to want more buses. To get even more parochial for a minute, I want to put in a plug for TfL finally to deal with the issues with my local services, on which my constituents have been campaigning. I am talking about the B16 and 178 buses through Kidbrooke. Those issues must be resolved; we are not accepting no for an answer, and we welcome the moves that it has made already on the B16.

The 132 bus runs from Eltham to North Greenwich, and when I became a Member of Parliament I campaigned for its introduction. TfL came to my office to meet me and said, “There’s no demand for such a service.” It was to provide a public transport link along the route corridor of the A102, the Blackwall tunnel approach road. Finally, as the Olympics approached, we got an extension of the 132 bus route down to North Greenwich. It was a single-decker bus and it quickly filled up, so a double-decker service had to be introduced. That service is now often oversubscribed and passengers are left behind at the terminal where the bus starts—at North Greenwich—such is the increasing demand from people for public transport links along the route corridor of the A102, which connects with the A2 and my constituency of Eltham.

A road crossing, therefore, will not be sufficient: we need to have the DLR. If TfL is not going to build a DLR link, there is no point in building the Silvertown link, because it will just become as congested as the Blackwall tunnel is now. People will have no alternative to switch to—in the large numbers that we need them to switch—if we are to protect that route from becoming congested again in the future, just with more cars. As my hon. Friend the Member for Harrow West pointed out, the DLR has in recent times increased its usership significantly—by more than 50%. It has gone up from a few million passengers, as my hon. Friend the Member for Poplar and Limehouse said, to nearly 100 million passengers a year. That shows how effective it can be, so a DLR link from Silvertown to North Greenwich—that is then brought down the route corridor of the A102 to places such as Kidbrooke and Eltham—will have a significant impact by changing people’s choices of the transport method that they use to get across the river in that part of the city.

We cannot allow traffic to grow, and I accept that some form of tolling will be needed, but no one else in London pays to cross the river by their local bridge. I do not see why my constituents should have to pay to cross the river when no one else in London does. If TfL says that the only way to fund schemes in the future—because of the cuts to its budget—is to introduce tolling, I say that it has to be fair to my constituents, who in recent years have watched billions of pounds being invested in the London underground, which does not come anywhere near where we live. We accept that it is a major contributor to London’s economy and is vital—no one disputes that—but the comparison between the investment in other parts of London and that in outer south-east London does not stand up to scrutiny. We have bus services, but other than that, TfL spends precious little on investment in that part of London, so asking for—no, demanding—a DLR link as part of the scheme is just asking to be compensated for the lack of investment in previous years.

If people in my area are to be asked to pay a toll to pay for the river crossing, we should toll every river crossing in London and make everyone pay to cross the river, because that is the only fair balance that we could strike. I see the Minister’s eyebrows going up as he thinks, “Actually, there might be a point there. We might be able to make some money.” It is true that we have sat by in south-east London and watched money being spent on the London underground, while getting precious little—

[Mr Goodwill]

rose—

[Clive Efford]

I have a finishing time in order to allow the Minister time to respond, but if he will be brief, I will give way to him.

[Mr Goodwill]

I just point out that those who pay the congestion charge might argue that they are already paying to use the bridges and perhaps would not be thankful to be double-charged.

[Clive Efford]

They might well, but there are bridges beyond Vauxhall. I can point all the bridges out to the Minister if he needs me to do that; I can name them all. We need the Silvertown link, but it cannot be built without the DLR.

I want to move on to talk about a site in Kidbrooke, Henley Cross that is owned by TfL. TfL is definitely trying to maximise its income from that site, but we need such sites, which are in public ownership, to be used to provide local services and vital affordable housing where possible, not just sold off to the highest bidder. I would like to put in a bid to TfL to consider that site in relation to the Kidbrooke regeneration and the need to identify sites for secondary schools in the borough of Greenwich. Henley Cross is situated between the motorway—well, the approach road to the Blackwall tunnel—and the railway. The site is unsuitable for people to live on, but it would be suited to other uses. Perhaps some sort of land swap could be arranged with the Kidbrooke Village regeneration and a school could be built where it was intended to build a Sainsbury’s supermarket. I urge TfL to sit down with the London borough of Greenwich and with Berkeley Homes, which is doing the development, to consider that option, rather than cramming housing on to the site, which is unsuitable because of its location.

Finally, I want to turn to TfL taking over the running of suburban trains, which are vital for my constituency as it relies entirely on suburban trains as the major route into London because—as I said—we do not have direct links to the London underground. If that is to happen, TfL needs to start planning ahead now. At peak times, trains that run through my constituency—through Eltham, New Eltham, Plumstead and along all those routes—are heavily oversubscribed. They have so many passengers they have PIXCs—people in excess of capacity. We need to increase capacity on those lines. That means that when the Thameslink scheme is completed and the new rolling stock becomes available, the current Thameslink rolling stock must be made available to Southeastern, which wants to purchase it, so that it can increase capacity on those vital services in south-east London.

--- Later in debate ---

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

I congratulate the hon. Member for Harrow West (Mr Thomas) on securing this debate about Transport for London funding, which is timely following the spending review. I will put the cart before the horse by dealing first with some of the questions that have been raised, meaning that if I do not have time to conclude my remarks, what I want to say will be cut off, rather than what hon. Members might want to hear.

The hon. Gentleman asked whether the upgrade of the sub-surface lines will be further delayed by the cuts in Government funding, and I have to point out that the delay was announced before the spending review. Indeed, the delivery of the upgrade is a matter for the Mayor. We have protected TfL’s capital funding and expect the Mayor to prioritise such tube upgrades as part of that process. The hon. Gentleman also asked whether other projects will be delayed; once again, it will be a matter for the Mayor to prioritise such projects. We will be agreeing a settlement letter with the Mayor that makes it clear which infrastructure projects we expect him to deliver, and by when.

[Mr Gareth Thomas]

I gently plead the parochial point that the Minister prioritises in the settlement letter the Metropolitan line upgrade as early as is reasonably possible.

[Mr Goodwill]

I certainly take note of the hon. Gentleman’s point; no doubt that issue will be raised during the upcoming mayoral election.

The hon. Gentleman raised the specific point of accessibility at Harrow on the Hill station, and I will ask Mike Brown to provide me with a report as soon as possible about the practicality of addressing that. As the hon. Gentleman will be aware, many of our Victorian tube stations do not lend themselves to such upgrades at a reasonable cost, although we have made considerable progress. In particular, the new Crossrail project will vastly increase accessibility for people with mobility problems.

The hon. Gentleman also asked whether there could be further devolution of property taxes, which is, of course, a matter for the Chancellor of the Exchequer, who has announced that business rates will be 100% devolved to local authorities from 2020. There will be a consultation on that in 2016, including on how the system will work in practice. Various things will need to be considered, including how the income from London’s business rates will be split between the Mayor and the boroughs, and which Government grants that will replace.

The hon. Member for Vauxhall (Kate Hoey) talked about the garden bridge. The Government and the Mayor have each agreed to make a funding contribution, but most of the costs will be met by the private sector. The garden bridge will be an iconic and attractive addition to the capital, and it will be free—there are no plans to charge people who use it.

The hon. Members for Poplar and Limehouse (Jim Fitzpatrick) and for Eltham (Clive Efford) raised the issue of the Silvertown tunnel, which is, again, a matter for the Mayor. Transport for London has recently consulted on the proposal. We agree that the tunnel is an important project and hope that the Mayor can deliver on it quickly. TfL is considering what package of public transport improvements might be needed to complement any new crossings, which might include DLR extensions, but the Mayor will need to take a view on the relative priority of such extensions compared with other schemes.

The hon. Member for Poplar and Limehouse also mentioned the cruise ship terminal. I have visited both London Gateway and the port of Tilbury, and I was impressed by the investment going into those projects. Indeed, London is re-establishing itself as a major port. I pay tribute to Dame Helen Alexander, whose term as chair of the Port of London authority ends at the end of this month. She has been a driving force behind the work that has been going on.

The hon. Gentleman raised in particular the issue of ship-to-shore energy supplies in a number of ports across the country, on which I am keen. Indeed, ports could derive income from supplying electricity. We will certainly consider how that might be funded, but such sensitive sea areas come under the quality of marine fuel regulations that have been agreed throughout the European Union, so ships will have to use low-sulphur fuel or to be fitted with mitigation equipment to ensure that they at least take care of sulphur. I am aware that ships produce other pollutants when in port.

The hon. Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry), who speaks for the Scottish nationalists, talked about smart ticketing, which has been revolutionary since I arrived in London just over 10 years ago. I was then buying tickets, so the introduction of Oyster has been fantastic. Of course, a new aspect of ticketing, which is already in force on the west coast main line and is an element of the new Northern and TransPennine franchises, is automatic refunds when trains are delayed. I hope that new franchises take that on board. In due course, I hope it becomes the norm that if a train is delayed, a customer, having bought their ticket or season ticket on the train operating company’s website, will automatically get a refund, rather than having to apply. Passengers in the north of England are looking forward to that service becoming available.

I think it was the hon. Member for Harrow West who talked about meeting staff at the National Union of Rail, Maritime and Transport Workers. I occasionally meet the RMT, but more through my responsibility for shipping. I suspect that the Mayor of London would primarily be moving forward on that issue, but I hope that, following further discussions, we can soon deliver on the night tube. Many people look forward to some sort of agreement on that, particularly at this time of year when London’s night time economy is so vibrant. The hon. Gentleman also raised the issue of manning for British Transport police. Many people were relieved when the Chancellor of the Exchequer announced that overall police funding would not be subject to the cuts that many had predicted, but I will look into the specific issue of British Transport police and get back to him.

The hon. Member for Cambridge (Daniel Zeichner) said that TfL is facing a huge hit to its revenue budget. Actually, in terms of capital funding, this Government will nationally be deploying 50% more than the previous coalition Government, which is good news for people who use our train services and roads. He also mentioned the bus service operators grant, which is indeed a fuel subsidy. One criticism that I get from bus operating companies and bus manufacturers is that the BSOG is a disincentive for the roll-out of environmentally friendly or green buses. For example, electric buses that use no fuel get no BSOG.

The hon. Gentleman also raised the fact that Transport for London will soon no longer need any day-to-day operating subsidy, which is a good news story as that has been made possible by our sustained investment in London in recent years allowing TfL to make significant operational savings. London’s growing population and successful economy mean that more and more people are using public transport in London, which in turn, as I pointed out earlier, means that TfL receives more and more income from fares. TfL’s commercial development programme is also allowing it to generate more income from the private sector.

Having not got on to my prepared introductory remarks, I shall conclude by making the point that the spending review settlement shows that we recognise that London today is a city on the move. The capital’s economy is moving emphatically in the right direction, and our support is helping to transform London’s transport network. I am proud to be part of that transformation together with all our partners, including TfL. The investment that we are making for the next five years will not just keep London mobile, but will equip the city for the challenges of the future so that it can compete and win in the 21st-century global economy.

EU Transport Council

Robert Goodwill Excerpts

Wednesday 9th December 2015 Written Statements

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

I will attend the final Transport Council under the Luxembourg presidency (the presidency), taking place in Brussels, on Thursday 10 December.

The presidency is planning a policy debate on social aspects of road transport ahead of the EU road initiatives that we expect to be published by the Commission in 2016. The debate is likely to focus on whether existing legislation should be clarified in order to reach a uniform interpretation of the rules in all member states, and the challenges in the enforcement of existing rules.

There will be a lunchtime debate on road safety at the request of the presidency. I welcome the opportunity to share expertise and best practice on road safety in the light of the UK’s excellent track record in this area. I look forward to hearing about the work done by EU colleagues to improve road safety among vulnerable road users in other member states.

Under any other business, there will be presentations on:

The state of the energy union by the Commission;

The MH17 crash following a report from the Dutch accident and investigation branch;

An aviation strategy for Europe by the Commission following publication of its aviation package on 7 December;

State of ratification of the Luxembourg protocol to the rail rolling stock convention, which Luxembourg will encourage other member states to ratify;

Nominations to the ICAO Council; and

The Netherlands’ priorities for their presidency which begins on 1 January 2016.

[HCWS370]

Disabled Parking Permits (London Borough of Harrow)

Robert Goodwill Excerpts

Tuesday 8th December 2015 Commons Chamber

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

I congratulate my hon. Friend the Member for Harrow East (Bob Blackman) on securing this debate about the assessment of applications for a blue badge. Let there be no doubt that I share his concerns about the wellbeing of people with disabilities, especially when it comes to ensuring that the impact of their condition on their quality of life is minimised. Although it would not be appropriate for me to comment on individual cases, I would like to outline some aspects of the operation of the scheme.

The blue badge scheme has been in place since 1971, and its primary focus has always been on helping those people with permanent and severe mobility problems. The scheme enables about 2.5 million people with disabilities to retain their independence by allowing them to park close to where they need to go, providing access to jobs, shops and other services. Approximately 75% of blue badge holders have said that they would go out less frequently if they did not have a badge, and about 64% would be more reliant on friends and other family members. The Government are committed to the blue badge scheme and want to protect it for those who rely on it.

The Government are responsible for the legislation that sets out eligibility, the terms of the concession itself, the design of the badge and the enforcement framework. Badges are generally valid for three years, and the badge is for the holder’s use and benefit only. Local authorities can charge a fee of up to £10 for a blue badge. The scheme primarily improves accessibility for people with disabilities, but it has become increasingly advantageous financially. In return for the £10 fee, the scheme provides a generous package of benefits for people with severe disabilities. It enables parking on single or double yellow lines for up to three hours. Badge holders may also park for free for as long as they need to at on-street parking meters and pay and display machines. They can park for free in on-street disabled parking bays, and, unless signs say otherwise, this is also without time limit. Blue badge holders also receive other benefits—for example, no congestion charge in London. It is estimated that the annual benefit of the scheme to people with disabilities is about £250 million—nearly £100 per annum on average for each badge holder. The benefit per person ranges from £35 for people living in rural areas who make one trip a week to more than £5,000 for those who use a badge to travel to work in London every day.

Not surprisingly, the financial benefit of a badge could lead to abuse in a variety of forms. Therefore, in 2011, following a review of the scheme, the Government set out their proposals for improving the administration and enforcement of the scheme. Our aim was to ensure that the scheme was administered efficiently, consistently and fairly. In 2012, our reform strategy delivered the most comprehensive changes to the scheme for 40 years, helping to tackle widespread abuse of the scheme and ensuring that badges go to those with the greatest need. The reforms supported the Government’s agenda of promoting freedom and fairness, and meeting the needs of older and disabled people. The improvements to the scheme included: the use of independent mobility assessors to make assessment fairer and more consistent; and new legislation so that local authorities can now withdraw a badge following one criminal conviction for misuse, rather than three, as previously.

Some time ago, I spent time in Leeds with the enforcement officers checking up on the correct use of badges, and I am pleased that similar operations have been ongoing in Harrow. Indeed, a number of operations have taken place—I think they could be described as a bouquet—to make sure that abuse is minimised. Other improvements included: new powers for local authorities to seize badges that are being misused on-street, where previously only the police could do this; a new high-security, fraud-resistant badge designed to make it harder to copy or alter; and the launch of a single national database of all badge holders and their details in order to help prevent multiple and fraudulent applications. That also enables quick and easy validity checks by on-street enforcement officers from anywhere in the country.

Eligibility for a blue badge is not based on the type of disability. People with physical, mental or cognitive conditions can receive a badge if their walking is sufficiently affected. In order to qualify for a badge, a person needs to meet one of the eligibility criteria set out in the regulations that govern the scheme. They can be eligible either “without further assessment” or “subject to further assessment” by the local authority. People are eligible for the “without further assessment” category if they are over the age of two and receive the higher rate of the mobility component of the disability living allowance; or receive eight points or more under the “moving around” activity of the mobility component of personal independence payment; or are registered blind or severely sight impaired; or receive a war pensioner’s mobility supplement; or have been both awarded a lump sum benefit at tariffs 1 to 8 of the armed forces compensation scheme and are certified as having a permanent and substantial disability which causes inability to walk or very considerable difficulty in walking.

People who do not qualify without further assessment may still be eligible subject to further assessment if they are over the age of two and are unable to walk or have very considerable difficulty in walking because of a permanent and substantial difficulty; regularly drive a car but are unable to operate, or have considerable difficulty in operating, a parking meter on account of a severe disability in both arms; under the age of two and have a condition that requires that they always be accompanied by bulky medical equipment or that they be kept near a motor vehicle in case of need for emergency medical treatment.

On 1 April 2012, the Government introduced a change, which may be at the heart of my hon. Friend’s concerns. Evidence was showing that the badge issue rates vary significantly between local authorities. That could not be fully explained by population characteristics. Indeed, assessment procedures also varied. We introduced new legislation to require that where a person’s eligibility is not self-evident, the local authority must use an independent mobility assessor such as an occupational therapist or physiotherapist to help determine eligibility. That means that unless the local authority determines that an applicant’s eligibility or otherwise is clear cut, their eligibility will need to be confirmed by an independent mobility assessor. For badge eligibility decisions to be fairer and more objective, assessments should be undertaken by professionals who are independent of the applicant rather than referring to the applicant’s GP.

There was a lot of evidence to support that change. The Department of Health’s care services efficiency delivery programme noted that the involvement of GPs had only been at the discretion of the council and that a GP might not examine a person but instead rely on records. It indicated that it was rare for a GP not to support an application and that the GP-patient relationship could be compromised. It reported that the use of on-site occupational therapists allowed for a speedier and more effective decision.

Furthermore, independent research commissioned by my Department concluded that there was concern that some people who might not have had a clear and compelling need for a badge could still receive them. A majority of local authorities also believed that that was the case. The new assessment was supported by disability-represented organisations, including the Disabled Persons Transport Advisory Committee, and by the Transport Committee, which reported that using an applicant’s GP to assess eligibility was likely to produce a bias in favour of approving the application. These groups agreed that greater use of independent mobility assessments was needed to determine eligibility fairly and robustly. Indeed, a consultation showed 84% of respondents in favour of greater prescription from central Government on eligibility assessments. Focus group discussions with badge holders also revealed support for that approach provided it was delivered by an appropriately qualified healthcare professional.

An independent review commissioned by my Department in 2011 found compelling evidence that intelligently combined desk-based assessment and independent mobility assessments offered a substantially more robust assessment procedure. It concluded that mobility assessments achieve more efficient badge issuing; improved fairness for applicants; greater assurance that assessment is thorough and objective; and high level of confidence that those applicants intended by legislation to be eligible actually receive badges.

Let me make it clear that this change was introduced not to deprive anybody of a badge but to ensure that the scheme focused better on those whom it was intended to benefit. In introducing this change, we enshrined it in legislation that the independent assessor must be professionally qualified and trained in the assessment of a person’s ability to walk and have the expertise necessary to assess on behalf of the local authority the ability to walk of the applicant in question.

Although local authorities are required to determine eligibility through an independent mobility assessment, in cases where it is not clear whether an applicant may qualify for a badge, a local authority is able to make use of factual information from the GP or from other medical professionals regarding an applicant’s condition and treatment as evidence to support the eligibility decision-making process. If the new procedures are working properly, I would indeed expect some people who may previously have received a badge to find that they are now refused. Unsuccessful applicants who have had their application refused have no right of appeal to my Department against the local authority decision not to issue a badge. However, we recommend in our guidance that local authorities establish an internal procedure to deal with appeals against a local authority’s decision not to issue a badge. Appeals may not be heard where a case is clear cut, but our experience indicates that local authorities will review cases if there is any doubt about eligibility. If a qualified mobility assessor has advised the council, we see no reason for a further appeal beyond that.

We also state that local authorities must let the applicant know in writing why their application was refused, and strongly recommend that they provide a detailed explanation of the grounds for refusal. We feel that this transparency can avoid complaints being made and upheld. An unsuccessful applicant can also ask the authority to reconsider the case at a later date if they feel that their mobility problems have become more serious over time or if they think that all the relevant facts were not taken into consideration at the time of assessment. In the case of local government maladministration, there is also recourse to the ombudsman. Indeed, if any council was systematically committing procedural irregularities, it would leave itself open to judicial review. I should make it clear that I have seen no evidence of this type of practice.

As I have mentioned, local authorities are ultimately responsible for the administration of the scheme so it remains the responsibility of each local authority to determine their own assessment procedures and ensure that their procedures are in line with the legislation that governs the blue badge scheme.

I hope that I have been able to demonstrate that the Government are committed to promoting equal opportunities and achieving a fairer society by meeting the needs of the elderly and people with disabilities. It is important that we ensure that the blue badge scheme remains sustainable and protects preferential parking facilities for those with the greatest need. I believe that the introduction of independent mobility assessments means that a fairer, more robust and more effective process is in place to do this.

Question put and agreed to.

East West Rail

Robert Goodwill Excerpts

Friday 4th December 2015 Commons Chamber

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

I congratulate my hon. Friend the Member for Milton Keynes South (Iain Stewart) on securing the debate. I share his enthusiasm for east-west rail, and very much want it to become a reality.

East-west rail is a transformational project to rebuild the railway between Oxford in the west and Bedford in the east. It will also connect Aylesbury with Milton Keynes. Part of the project will use disused railway routes, and part of it will upgrade or double-track lightly used or mothballed sections of railway. It is a missing part of the railway jigsaw connecting the great western, west coast and midland main lines.

The project is being built in two parts. Phase 1, between Bicester and Oxford, is being built as I speak; phase 2, between Bicester and Bedford, is being developed. Trains operated by Chiltern Railways started running on the first part of the railway on 25 October, with two train services an hour from London Marylebone to the brand-new station at Oxford Parkway. Two stations have been completely rebuilt, at Bicester Village and Islip.

That was the first new rail link between a major British city and London in over 100 years. Together with Chiltern Railways, we have invested over £320 million in east- west rail phase 1, and in September 2016, when the infrastructure works west of Oxford Parkway have been finished, services on this route will be extended into the centre of Oxford, where it will connect with the Great Western main line.

Phase 2 of east-west rail will connect Oxford and the Great Western main line with Bletchley, the west coast main line with Aylesbury and the Chiltern main line and Bedford for the Midland main line. It will allow faster journeys between these locations than is possible by car today. It will stimulate economic development and new housing across the region. The project includes a new station at Winslow and new platforms at Bletchley.

This project is complex and challenging. In particular a lot of work is needed to the structures, such as bridges, and earthworks along the route. As part of the project we expect Network Rail to do the following: build or renovate 18 bridges over the railway; modify or close over 75 level crossings; and build 22 new footbridges and subways across the railway.

The new railway will be capable of operating at 100 miles an hour. It will also be electrified, enabling faster, lighter and greener electric passenger trains to run. As well as providing a new route for passenger trains, east-west rail will provide a corridor for rail freight.

East-west rail is a challenging and ambitious project. Network Rail’s current cost estimate for phase 2 is high. We want to reduce this cost as plans mature and scope options are looked at in more detail, taking the risk out of the scheme. None the less, I would like to reaffirm the Government’s commitment to delivering east-west rail.

These are challenging times for the rail industry. In June, my right hon. Friend the Secretary of State for Transport announced that important aspects of Network Rail’s investment programme were costing more and taking longer. He announced the steps he was taking to put things right. On 25 November my right hon. Friend the Chancellor of the Exchequer reaffirmed the Government’s commitment to Britain’s vital transport network as part of our wider spending plans.

Sir Peter Hendy’s report on delivering the rail investment strategy was published at the same time. The Secretary of State has accepted Sir Peter’s report, subject to a short period of consultation with stakeholders, such as the East West Rail consortium. No infrastructure schemes have been cancelled. Electrification of the TransPennine and midland main line has already resumed following a brief pause. The Government have confirmed their commitment to delivering east-west rail. Work on this has continued without interruption while Sir Peter’s review has been carried out.

We included this project in our 2012 rail investment strategy following the convincing case put forward by the East West Rail consortium of local authorities. One of the strengths of this project has been the close working relationship we have had with the consortium and the help and support it has been able to provide. I am pleased that the consortium has been able to play its part in the development of the delivery plans and welcome its continued support in the future.

Following Sir Peter’s review, funding has been identified in control period 5 to continue development of east-west rail and secure the necessary planning powers to enable the project to be completed. Network Rail is continuing to work on its plans for east-west rail phase 2. It expects to have developed a single option for the scope of east west-rail in a considerable level of detail by late 2016. When this work has been completed, we will be in possession of much better information than we have now. This will enable us to make an informed decision and set out clearly the timescales for delivering east-west rail.

As part of these next steps, I urge my hon. Friend and all the interested local partners such as the East West Rail consortium to continue to help to take the project forward. I thank my hon. Friend for raising this important topic, which I know is of considerable local interest. It is now time for Network Rail to get on with the job and to develop a detailed plan for east-west rail that we can all get behind. As I said at the start, the Government are committed to seeing east-west rail built.

This Government have prioritised infrastructure investment. A 50% uplift in investment compared with the last Parliament demonstrates that we really mean business. Projects such as this are becoming a reality and contributing to the long-term economic plan that got such a resounding endorsement at this year’s general election.

Question put and agreed to.