Road Traffic Accident Prevention

Andrew Jones Excerpts

Tuesday 6th December 2016 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I will have to go at quite some pace to respond to all the points made. I congratulate the hon. Member for Huddersfield (Mr Sheerman), whose long and distinguished record of campaigning on this issue speaks for itself. It is impressive. This issue is a priority for all of us here; it is certainly a priority for me and the Government. We have a good record by international standards, but that does not mean that we should not work harder to go further. He mentioned the devastation that a knock on the door can bring to a family, as it was brought to 1,770 families last year. I never forget that behind each statistic is a shattered family. It spurs me on, as I am sure it spurs on all of us.

To make improvements, we need to draw on the best evidence and analysis available so that our efforts can be targeted where we can make the biggest impact in reducing road deaths and injuries. I welcome and strongly support the excellent work being done by Highways England, which is leading the way in adopting and championing a safe systems approach. It is absolutely essential that our strategic road network is as safe as possible, given that it carries such an astonishing amount of traffic. Equally important is improving safety standards for the rest of our road network. In the last few days we have published an assessment of local authorities’ most improved roads, and I congratulate all those who have made the biggest improvements.

Since I took responsibility for the road safety brief last May, one statistic has struck me vividly: 60% of road deaths take place on country roads. That proportion rises to 80% for young drivers, so it is crucial that we do more to improve the safety of our country roads. In October, we relaunched the THINK! country roads campaign, which is aimed at getting motorists, particularly younger males, to slow down, be more vigilant and brake before reaching bends rather than at them. Last year’s campaign was successful in changing behaviour and raising awareness of the unexpected hazards that can be found in rural areas.

I am pleased to be supporting the Road Safety Foundation and the Royal Automobile Club Foundation in their forthcoming work with local authorities to identify safety problems through the star rating approach, and to identify cost-effective solutions for the most high-risk roads. I hope that work can provide a model for wider adoption by local authorities.

I want to go further in investigating what more my Department can do to offer tangible support to those areas with the most dangerous roads. In the autumn statement on 23 November, more investment in roads was announced, including £1.3 billion to help to support infrastructure projects, with £1.1 billion for the local road network and £220 million for the strategic road network. Of that £1.1 billion for the local network, £175 million will be spent on upgrading the 50 highest-risk local roads. That targeted intervention will go on the engineering side. We know that there is human error, but if we can use the engineering of a road network to ensure that an accident or crash is less significant, that will be a great bit of progress.

We published our road safety statement in December last year, and I would like to update the House on the hard work we are doing to carry out its priorities. Drug-driving has been a growing problem. We have provided £1 million to police forces in England and Wales to support drug-driving enforcement. As a result, nearly 5,000 drug-drivers were convicted in the first eight months of this year, compared with just 879 in the whole of 2014. In March, we launched a THINK! campaign to educate people on the dangers of drug-driving and to send a clear message that it is unacceptable and that the consequences of doing it are very serious. Figures show that a fifth of convicted drug-drivers have previously been banned for drink-driving, so just last month I announced the launch of a new pilot impairment course, with drug-driving education being added to the existing drink-drive offenders courses in England and Wales. Around 1,000 drink-drive offenders will participate in the pilot courses and we will consult on the results next year.

Lots of colleagues mentioned mobile phones. We have consulted on increasing the penalties for those who drive while using a handheld mobile phone. In line with the view of the majority of the more than 4,000 people who responded to the consultation, we are going further than the original proposals. Only this morning an order was approved for higher penalties for people using their mobile phones while driving, whether they are texting, calling or using an app. In future, motorists will receive a fixed penalty notice of six penalty points plus a £200 fine. That is a significant change that will make a difference. Once Parliament has approved the order—it has to go to the upper House next—we expect the new regime to take effect on 1 March next year.

Handheld mobile phone use was a contributory factor in 22 fatal crashes in 2015, each one of which was a needless tragedy. We must bring that number down. One of the most challenging parts of my role is meeting some of the devastated families whose loved one has been killed by someone using a mobile phone while driving. Such families are obviously incredibly upset and angry—there is a sense of frustration, which leads to anger that they have lost a loved one because of something that could have been prevented so easily. Drivers of large goods vehicles and passenger service vehicles who commit the offence will continue to face the traffic commissioners, who regulate their conduct and have the power to review and suspend their vocational licence entitlement to drive such vehicles. Given the damage that can be done, that is proportionate; we are all aware of cases that have made the news.

When the law changes, we will be supporting it with a THINK! campaign to leave people in no doubt at all of the seriousness of the issue. It is appropriate to view this as going in the same social direction as we have managed to go in with drink-driving. We want it to be as socially unacceptable to use a mobile phone while driving as it is to drink and drive.

Several colleagues have mentioned some of the things we can do to ensure that new drivers can take the freedoms of the road equipped with the skills and knowledge to be safe. We are piloting a new driving test to reflect today’s driving conditions. It will include longer periods of independent driving, more realistic manoeuvres and a requirement for the driver to follow directions from a sat-nav. It is basically about improving the driver’s road awareness when they get the freedom ticket that a driving licence can provide.

My hon. Friend the Member for Portsmouth South (Mrs Drummond) asked whether cycling safety was still a priority. Yes, it is. The Bikeability scheme is secure, and we will be training 1 million children through it. My hon. Friend the Member for Rossendale and Darwen (Jake Berry) asked about horse awareness. We have supported the British Horse Society’s campaign and look forward to working with it more in future because I do recognise the problem. I held a meeting with my hon. Friend the Member for Castle Point (Rebecca Harris) and her constituent on the issue she raised, as a result of which the Driver and Vehicle Licensing Agency amended the licence renewal form to encourage older drivers to get their eyesight checked.

There are currently no plans to change the drink-drive limit. The key priority for us is to target those who are causing drink-driving problems, and they are not in the 50 mg to 80 mg per 100 ml category; they are in the 140 mg to 150 mg category, because that is the average blood alcohol content of people arrested for drink-driving. It is no good targeting a small group but missing the elephant in the room, which is what would happen if the legislation was changed. We have no reason to introduce targets; I do not need a target to tell me that this issue is a priority and to feel spurred on to take more action.

We want to make our roads as safe as we can. We are building on the good work of campaigners throughout the country over many years and on the work delivered by Governments of all colours. We have a good record and plans to improve on that further. It is through targeted interventions in the most difficult areas that we will make the progress we need.

Draft Road Traffic Offenders Act 1998 (Penalty Points) (Amendment) Order 2016

Andrew Jones Excerpts

Tuesday 6th December 2016 General Committees

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I beg to move,

That the Committee has considered the draft Road Traffic Offenders Act 1988 (Penalty Points) (Amendment) Order 2016.

The order is being made to improve road safety by increasing the number of penalty points imposed when a driver is caught using a handheld mobile phone or similar device while driving. When the Government published the road safety statement in December 2015, we re-emphasised the manifesto commitment to make British roads even safer in the future to

“reduce the number of cyclists and other road users killed or injured on our roads every year.”

One priority identified in that statement was to take tough action against people who use mobile phones while on the road. We therefore launched a public consultation on increasing the penalty for handheld mobile phone use while driving. The consultation ran from January to March 2016. We received well over 4,000 responses, which were overwhelmingly in favour; 94% supported an increase. In fact, a significant number urged us to go further than we proposed and introduce even harsher penalties for the offence. We have listened, and this order increases the number of penalty points endorsed on the driving record of someone who commits the offence from three to six, and we will shortly lay before Parliament a further order, to increase the fixed penalty for the offence from £100 to £200.

Let me explain why we are doing this. Handheld mobile phone use while driving is very dangerous. It was a contributory factor in 22 fatal collisions in 2015. Each one of those is a needless tragedy, and we must bring the numbers down. As road safety Minister, I regularly meet families who have lost loved ones in road collisions, and those are some of the most difficult experiences that I have had as a Minister. The families are understandably very upset and angry that they have lost a loved one, and in this particular case there is a degree of anger because someone has been killed because of something that could easily have been prevented.

As well as the personal tragedies for the families involved, there is a cost to our emergency services and the national health service in dealing with the aftermath of fatal and other collisions. Moreover, the number of incidents in which mobile phone use is a contributory factor is, we think, under-reported. The Royal Automobile Club motoring report published in September 2016 suggests that increasing numbers of drivers are using a handheld mobile phone while at the wheel.

[Bob Blackman (Harrow East) (Con)]

I completely support the principle of the order, but the key issue is enforcement. Clearly, with the number of people using handheld mobile devices on the rise, the most important thing with the current penalties is apprehending those who use their mobile phones and place other drivers and road users at risk.

[Andrew Jones]

I certainly agree that enforcement is part of it. I will come on to that, but I am grateful to my hon. Friend for articulating his support for the order.

According to the 2016 RAC report, 31% of motorists said that they had used a handheld phone behind the wheel, compared with just 8% in 2014. The number of drivers who said that they had sent a message or posted on social media rose from 7% to 19%, and 14% said that they had taken a photograph or made a video while driving. In 2014, the Department commissioned roadside observational studies, which showed that about 1.6% of drivers are using a handheld mobile phone at any given moment.

Driving ability is clearly impaired if someone is using a handheld mobile phone. Studies show that that potentially impairs driving more than being above the drink-drive limit. The Royal Society for the Prevention of Accidents has calculated that a driver is four times more likely to crash when using a mobile phone. The police regard using a handheld mobile phone as one of the “fatal four” causes of accidents, along with speeding, drink or drug-driving and not wearing a seatbelt.

In the light of all the evidence, it is clear that change is needed. The increase in the number of penalty points that a driver committing this offence will receive means that drivers need only commit two mobile phone offences, accruing 12 points, before facing the possibility of being disqualified by the courts. In addition, one of the intended consequences of the order is that novice drivers who have passed their test in the past two years face revocation of their licence if they commit a single mobile phone offence. Under the Road Traffic (New Drivers) Act 1995, novice drivers can only accrue six points, rather than the usual 12, before they face disqualification. To regain their licence they must reapply for a provisional driving licence and pass a further theory and practical driving test.

The majority of novice drivers are young people below the age of 25, and evidence suggests that young drivers are the group most likely to use a handheld mobile phone while driving. Younger drivers are disproportionality represented in the number of fatalities and serious injuries on our roads. Given the risk that they pose, there is a need for a strong deterrent to tackle their offending behaviour. It is therefore proportionate that the consequence of a single mobile phone offence may be disqualification. We aim to achieve behavioural change in the group. If we do not make more progress with them, we will not be making more progress in improving overall road safety.

The drivers of heavy goods vehicles and passenger service vehicles who commit the offence continue to face the possibility of the traffic commissioners, who regulate HGV and PSV operators, using their powers to review and suspend the driver’s vocational licence entitlement to drive the vehicles. Given the greater impact that such large vehicles have in accidents, I believe that measure to be proportionate.

As well as increasing the penalties for using a handheld mobile phone while driving, if the Committee approves the order we will launch a new hard-hitting THINK! educational campaign to coincide with the changes. The aim of the campaign is to alert drivers to the new regulations and raise awareness of the dangers of using a handheld mobile phone. The long-term aim is to change behaviour and make using a handheld mobile phone while driving as socially unacceptable as drink-driving.

I expect colleagues to be engaged in the issue and to ask questions about enforcement. Making progress in road safety comes from a mixture of three ingredients: engineering, whether that is roads or the vehicle; education, which includes the THINK! campaign and initiatives that we are taking to improve the driving test so that people are better prepared when they get behind the wheel; and enforcement.

Enforcement is not something that we are considering with the order, which makes a straightforward amendment to move an offence from three to six points, but it matters. There is no single, simple causal link between enforcement and the number of fatalities on our roads. My hon. Friend the Member for Harrow East may be interested to learn that I have looked at some of the data. In 2011, 120,000 fixed penalty notices were given and 22 people lost their life in a road collision in which mobile phone use was implicated. In 2013, 50,000 fixed penalty notices were given and 22 people lost their life. Last year, 16,700 fixed penalty notices were given and 22 people lost their life. I agree that enforcement matters, but to suggest that there was a direct, simple cause is simply wrong. Having said that, this issue is significant. Local police forces and police and crime commissioners can set priorities on their enforcement activity. I hope to work with police and crime commissioners to emphasise the importance that the Government attach to the issue as they set their priorities locally.

Today, mobile phones are commonplace. We all live on our smartphones. People only have to attend a debate in the House of Commons to see how many people look at their mobile phone on an hourly basis. We must get to the point where all drivers take responsibility for their actions. It may seem harmless to reply to a text while driving, or to answer a call or use an app, but the truth is that these actions can kill and cause untold misery to others. We all have a part to play in ensuring that our family and friends do not use their handheld mobile phones while driving. The order increases the penalty points from three to six and is part of a suite of actions that the Government are taking to improve road safety.

We have some of the safest roads in the world. We are working to make them safer still and to ensure that fewer families have to face the devastation of losing a loved one.

[Sir Eric Pickles (Brentwood and Ongar) (Con)]

Will my hon. Friend clarify whether there is a difference where somebody is using their mobile phone for sat-nav? Would that fall into this category? How would that be regarded? Do Members looking at their phone for sat-nav face the provisions of the order?

[Andrew Jones]

No, such use would not be included in the provisions. Sat-navs can be an aid to driving, as can other things on screen, which would be reasonable to use. We are increasing the use of sat-navs in driving tests so that people become more familiar with them and their use without compromising the safety of the driving, so they are not involved in these provisions at all.

[John Penrose (Weston-super-Mare) (Con)]

The Minister is being very generous in the dying moments of his remarks. Further to the question from my right hon. Friend the Member for Brentwood and Ongar, will the Minister clarify whether someone using a mobile phone with a hands-free device would be caught in general by the measures that he is introducing today? For example, if they are stationary at a traffic light and they elected to dial somebody not on hands free but using the screen of their mobile phone and then moved off while speaking on a hands-free device, would that be caught by the measures he is proposing?

[Andrew Jones]

In our legal system, the bottom line is that it is not illegal to use hands-free or Bluetooth kits; however, such equipment may also distract people. Good practice would be to pull off the road and make sure that one is entirely secure before using a mobile phone, using an app or sending a text or whatever. It is safer not to use any mobile phone while driving or riding.

[Bob Blackman]

I thank my hon. Friend for giving way again and I crave his indulgence. Is there not a responsibility on car manufacturers to introduce as standard a hands-free capability so that drivers could use a hands-free mobile phone while driving without breaking the law?

[Andrew Jones]

Generally, technology in vehicles makes vehicles easier to use and the cost of digital technology is falling rapidly. Whether that should be made mandatory is a separate question, but the amount of kit available in our cars helps us. As I have mentioned, one of the three Es is engineering, which makes the vehicle experience much safer and more pleasurable for all of us.

--- Later in debate ---

[Andrew Jones]

There have been interesting and important questions from the Committee. I will tackle the drink-driving one first, which offers a clue as to how we can make progress on road safety. The first year for which we have detailed information on road fatalities in which alcohol was a factor was 1979, when 1,650 people lost their life. That number went down to 240 in 2014, the last year for which we have full data available. That reduction has been down to a mixture of enforcement and education, but especially peer pressure. It is now socially unacceptable to drink and drive, although there is a hard core of people still engaged in it.

We have seen social change in the world of drink-driving and I want to see such change in the world of handheld mobile phone usage while driving. There is a direct read-across in terms of social peer pressure. We are not seeking to make any changes to the limits because I do not want to criminalise the people who might go out and have a glass of wine with their Sunday lunch. I do not think that that is how we will make more progress on this issue. Other countries may have lower drink-drive limits, but they do not have better road safety records.

[Alan Brown]

I do not want to get bogged down in this, but the Minister’s argument is nonsense. That argument was put forward in the Scottish Parliament. It was said that the police would end up criminalising the wee old lady who goes out and has a gin and tonic and that the police should be doing other things. Drink-driving convictions in Scotland are down by more than 7% since the drink-driving limits were lowered, so the effect has been beneficial.

--- Later in debate ---

[Andrew Jones]

I was not suggesting that the police would target older women having a glass of wine. I simply do not want to criminalise them, and I do not want to stop the police focusing on those who are not in the 50 mg to 80 mg per 100 ml of blood category. The people who drink-drive are way over the limit. Those are the people we should be targeting. Just over 2% of road fatalities in which alcohol is a factor are from that band of 50mg to 80mg per 100 ml. We can make changes there too, but it only affects just over 2%. Our real target should be people who are way, way over that limit.

I was asked about targets. We do not have any road safety targets and I am not planning to introduce them, because I do not need a target to tell me that road safety is important. I have a fairly relaxed approach about other bodies setting targets for themselves, as Highways England has done, but there will be no national targets coming out from the Department.

Monitoring will certainly be important. I look at all the quarterly statistics, and every time a statistical review is released by the Department I monitor it extremely carefully. We have been able to make good progress because we are targeting the specific issues rather than making sweeping road safety statements and comments. We have now reached the point where 1,770 people are still losing their life on our roads, but the broad-brush approach that has made such progress over the years will not make us progress in future. Instead, it should be about targeted messages at the groups who are still causing problems.

Why six points, rather than 12, three or four? We have had to take a view on what a proportionate sentence is. This is a significant change: a driver who commits two offences could lose a licence. We have had to take a judgment call on what will affect behaviour change and be proportionate, and we think that six points, rather than three or four, will achieve that—two offences and you are out.

[Pat Glass]

I understand the issue with targets: if targets are put in place, people work to them and things start to leak out in other areas. However, did the Department for Transport and the Minister consider an all-out ban? He must have some figures in his head. If there is one fewer death or serious accident, is that considered enough? At what point will he look again at something more serious, such as an all-out ban?

[Andrew Jones]

The hon. Lady tempts me into targets in a very gentle way. I review all the data. Is any progress good? Certainly, but I want to see more progress. That is why this measure is part of a suite of actions. It was one ingredient in our road safety statement. I am conscious that we are focusing on one thing today, but it should be viewed in the context of an overall package of measures to improve safety on our roads.

I will not be bringing back targets; I do not think they are necessary. We do not have a target that says, “You as road safety Minister must bring forward a plan.” I brought forward a plan because I thought it was the right thing to do. That plan is populated with ideas that are the right thing to do to make a difference. I am not planning to reintroduce targets.

On clarity, my right hon. Friend the Member for Brentwood and Ongar raised some difficulties. I am amused at the thought of people watching Beyoncé and Bublé, but he is right: we have seen some shocking cases in which people have been busy watching programmes that they have downloaded on tablets or whatever. That is clearly wrong; it is dangerous. We want people’s minds to be on the road and their hands on the wheel. That is broadly what we should be doing and it is what the highway code says. I will have another look at the highway code in the light of my right hon. Friend’s comments, but there is absolutely no doubt that if there are concerns about safety, people simply should not be doing it. It comes down to individuals taking responsibility for it. The rules are clear.

[Sir Eric Pickles]

I make it absolutely clear that someone who is watching a video should be prosecuted. My worry is that an ordinary citizen who uses Google, Apple Maps or Waze on their mobile phone might find themselves inadvertently breaking the law when they think they are doing something perfectly legal. I do not expect the Minister to reply now, but the police have offered guidance suggesting ways in which people can use their mobile phone for navigation and other ways that they cannot. We need clarity on that. I do not expect a comprehensive report now, but I would like him to look at it.

[Andrew Jones]

I take on board my right hon. Friend’s comments, and I will always keep a watchful eye on all technological progress and what it can do to cause a distraction or to offer opportunities for road safety. He says that it is hard for the police and, yes, it is, particularly if people are using hands-free. What is the difference between using hands-free and singing along to the radio? How can a policeman tell? It is difficult. Of course, the police are able to take action if they see drivers who are not in proper control of their vehicle. That is an offence, as is careless or inconsiderate driving. The police are able to take action on those and other offences.

The last question was specifically about how to get messages across to younger drivers who may not necessarily be consumers of mainstream media. The answer is that, alongside all other communication campaigns, we have to get the right message to the right audience using the right creatives and the right media. In this particular case, I suggest that digital media are the way ahead. For example, in the Christmas drink-driving campaign, which launched last week, we are using digital advertising, Facebook, Twitter, Spotify and others. It is about getting the message to the right audience via the media with which they are engaged. Digital media will reach the right audience.

I hope I have answered colleagues’ questions. I thank colleagues and right hon. and hon. Members for their comments and questions. This order is a necessary part of our package of measures to improve safety on our roads and streets. We owe it to those who have been killed or injured in accidents caused by people behaving in a selfish and irresponsible way by using their handheld mobile phone while driving. I hope the Committee will approve the order.

Question put and agreed to.

Resolved,

That the Committee has considered the draft Road Traffic Offenders Act 1988 (Penalty Points) (Amendment) Order 2016.

HS2 Phase 2: Consultation

Andrew Jones Excerpts

Thursday 24th November 2016 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I start by congratulating my hon. Friend the Member for Stone (Sir William Cash) on securing this debate on the consultation process for phase 2 of HS2, and specifically on his constituency of Stone. I acknowledge his tireless work on behalf of his constituents, alongside my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) and my hon. Friend the Member for Stafford (Jeremy Lefroy), in challenging HS2 Ltd to really examine its practices to seek the best possible outcome for the people of Staffordshire.

Having said that, I must also restate the strategic importance of HS2 to our country’s infrastructure and its longer term economic health. The number of seats available out of Euston at peak hours will treble as a result of HS2, relieving congestion while freeing up space on the existing network. Journey times will be cut not just along the newly built line but to destinations throughout the north of England and Scotland. Although, as has often been said, HS2 will become the largest infrastructure project in Europe, its value is not as a stand-alone project but as a fully integrated part of our national rail infrastructure.

With that in mind, we have a duty to consider how each region will benefit from the project, but we must also consider those for whom the construction of the railway will have a cost. For that reason, the ongoing consultation and engagement form such an integral part of HS2’s remit. That will continue to be the case throughout both phases of HS2, and I intend to give a brief overview of that process later. However, I wish first to turn to some of the issues raised by my hon. Friend regarding his own constituency.

Let us start with the proposed railhead near Stone. I fully understand that the proposals as they stand will have a significant impact on some of my hon. Friend’s constituents. That is clearly the case, and so I reinforce the Secretary of State’s commitment to treating those along the route with “fairness, compassion and respect”. In doing so, it is important not to lose sight of the need to deliver the best outcome for the country as a whole—we have a mixture of the individual and the public here.

I must remind my hon. Friend of why we are looking at a railhead at Stone. If the proposal were to go ahead, it would allow HS2 Ltd to significantly accelerate the construction schedule of phase 2a; because the site is situated in the middle of the phase 2a route, it would allow construction to start to the north and the south simultaneously, while negating the need for maintenance loops at Pipe Ridware, to the south of the site. That is why HS2 Ltd has put the idea forward. In addition to the programme-wide benefits, there would be benefits to the region in the form of approximately 150 new jobs.

If the railhead at Stone goes ahead, it will clearly have to be built with minimum disruption to local residents. The documents accompanying the recent consultation represented a worst-case scenario. It is important to say that no decision has been taken on road access to the site or on the closure of Yarnfield Lane, and HS2 Ltd must seek to keep the lane open; it will try to do so whenever it can. The strong message from colleagues tonight will clearly have been heard.

It cannot be overemphasised, however, that the consultation process underpins and is integral to all route decisions. As it is the main point of debate tonight, let me move directly to the consultation process. I am well aware of my hon. Friend’s concerns about the length of the consultation, as we have met and discussed it previously. However, we have been pleased by the high number of responses we have received to the three consultations, which suggest that residents have been able to engage with the issue and respond positively. I will update the House on the number of responses we have had. There were 442 responses to the working draft environmental impact assessment report, 98 responses to the equality impact assessment and 553 responses to the design refinement consultation, representing a total of 1,093 responses to the three consultations. I think the design refinement consultation has particularly exercised my hon. Friend, because it incorporates the proposed changes to the location of the railhead and depot.

As to the length of the consultation, I should say that the phase 2a consultations followed the same timescale as the phase 1 consultations. We are not seeking to treat one part of the country differently from any other. It is important to state that we have been entirely consistent on that. I have been through this with HS2 Ltd, and I am persuaded that during the course of the eight weeks it has been effective in getting out there and meeting people. I have looked at the press adverts that have gone out advertising the venues. There have been adverts highlighting the consultations in the Crewe Chronicle, the Staffordshire Newsletter, the west midlands’ Express & Star, The Sentinel, the Advertiser and the Lichfield Mercury. Those adverts have appeared on a number of occasions. There has also been a social media effort, which has reached several hundred thousand people. There has been positive engagement, as well as a series of public meetings, including in Yarnfield.

I understand entirely why this matter is of concern to colleagues and the people they represent. I am very supportive of the idea of a hotline. HS2 Ltd already offers colleagues individual technical briefings and I will make sure that those continue. It would be helpful to have a hotline for MPs and that idea is on the agenda for my next meeting with HS2 Ltd, so it is already in play. I am interested to hear that colleagues think it would be a good idea.

[Mrs Gillan]

I am very grateful for that positive response. I raised the idea with the interim construction commissioner several weeks ago, so obviously it has filtered into the system. A hotline would be of great assistance to my colleagues who are here, as well as to me and other colleagues in Buckinghamshire.

[Andrew Jones]

I thank my right hon. Friend for that comment. This is an important national project, but it has such implications for people on the line of route that we have to ensure that we treat everybody with openness, transparency and respect. Making sure that colleagues are informed, so that they can deal with their constituents and make the case for their areas effectively, is a key part of that.

I will certainly look into the consultation process. We have already made some changes for the consultation on phase 2b. I was able to do that before the announcements were made last week. I will always take feedback from colleagues and if we can improve things, we certainly will do. We have to treat people fairly and I am sure that the significant efforts that are being made now will pay dividends later.

My hon. Friend the Member for Stone asked about the timing of the Bill and whether people will have the opportunity to petition. We are looking to introduce the hybrid Bill for phase 2a next year and that will, indeed, offer residents the opportunity to petition, as was the case with phase 1.

As well as the measures I mentioned earlier, the publicity for the consultation took the form of leaflets distributed to households within 1 km of the proposed route, alongside information packs sent to public libraries and parish councils, with the request that the documents be made available at all community locations. Furthermore, briefings were provided for local authorities and parish councils.

There has often been feedback that the consultation events are not handled professionally. I have not been to the consultation events that have taken place for phase 2a, but I know that HS2 Ltd has always arranged training for staff to prepare them and clearly set out the conduct required for such events. I am confident that in the overwhelming number of cases, staff conduct themselves well, but any time any colleague has any concerns, I will be extremely available to hear them and will take them up with HS2 Ltd.

On the wider implications of the process we are discussing, I assure all colleagues that HS2 Ltd will continue to build on the good engagement work that has been done thus far as it goes forward with the phase 2 consultation.

[Sir William Cash]

I just want to be sure that my hon. Friend gets on to the Whitmore and Baldwins Gate question, because we are running out of time and I want to hear what he has to say on that.

[Andrew Jones]

We are, indeed, running out of time. I will go through all the points that have been raised with HS2 Ltd and ask it to contact my hon. Friend to give him an individual technical briefing on the subject. We have only seconds left, but the key thing is to treat this matter properly and not rush it. We will go through all the points he has mentioned.

I can quickly respond to the point about Stoke. We have asked HS2 Ltd to consider how we can have a service for Stoke, through to Macclesfield. That is a work in progress that has just been commissioned by the Secretary of State.

Debates such as these give us the opportunity to air and discuss the impact of HS2 on communities. They are vital in ensuring that we get the project right locally and nationally. This project will deliver for the whole country. I thank my hon. Friend for giving me the opportunity to highlight all that is going on. I know he will continue to be a resolute advocate on behalf of his constituents, as will my hon. Friend the Member for Stafford and my right hon. Friend the Member for Chesham and Amersham. As the Minister for HS2, I will always be available to be contacted and will always take up the issues they raise on their behalf.

Question put and agreed to.

Transport: North-east

Andrew Jones Excerpts

Wednesday 23rd November 2016 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

May I congratulate the hon. Member for Houghton and Sunderland South (Bridget Phillipson) on securing the debate? It has been quite clear from the remarks by hon. Members across the House just how important transport infrastructure and investment is to them and to all their constituents. I entirely buy the case that has been made that it supports growth and business and helps people to get to work, to shops and to services.

We do not have too long left in the debate, so I will scamper through as much as I can, and I will potentially have to follow some of it up afterwards.

[John Stevenson (Carlisle) (Con)]

Will the Minister give way?

[Andrew Jones]

My hon. Friend has a brilliant sense of irony. Yes, I will.

[John Stevenson]

I appreciate the Minister giving way. I apologise for my late arrival, Sir Edward, which was in part due to the machinations of the Scottish Affairs Committee.

[John Stevenson]

I appreciate that the debate is very much about the north-east and the transport there, but connectivity between regions and cities is vital. We have heard good news about the A66. Will there be good news about the A69?

[Andrew Jones]

That was very good timing, from a comedy perspective. I will talk about roads if I get a moment a little bit later.

We are very keen to continue the work on rebalancing the economy. The northern powerhouse is a significant part of Government thinking and has driven much investment over the past few years. We have created Transport for the North, which is a key part of the concept of the northern powerhouse—it is about taking control of one’s destiny. Transport for the North is driving forward transport plans and will support economic growth across the whole of the north. There will be a £13 billion set of investments in Yorkshire and the Humber, the north-west and the north-east during the course of this Parliament alone.

[Mr Kevan Jones]

Does Transport for the North’s remit actually go any further than the corridor that Minister referred to? I have certainly not seen a great deal of impact or any ideas for the rest of the north, which, if the Minister looks at a map, goes a bit further north than Leeds.

[Andrew Jones]

Transport for the North’s remit is the north: it is north-east, Yorkshire and the Humber and the north-west. That point needs to be made to it and I will happily make it.

Let me get back to the world of buses. I, too, am a passionate supporter of buses. I know that Nexus and the North East combined authority have been working hard to improve local transport in the north-east, and I applaud their work. The Pop card has been a great success and allows for a seamless, inter-modal shift between bus services, the metro and the Shields ferry. However, we have to go much further.

The hon. Member for Houghton and Sunderland South highlighted her disappointment that the traffic commissioner rejected the bid from NECA for the quality contract scheme. It is because of the desire for local areas to have more influence on the provision of their bus services that we have developed the Bus Services Bill. When drafting the Bill, we had clear objectives in mind: to increase bus passenger numbers and improve services. The Bill will have a range of tools to enable that, including new and enhanced partnership arrangements—although that might not be appropriate in all areas—and the provision for local authorities to have franchising powers. Franchising will enable authorities to specify the services that passengers want and to deliver an integrated network.

Our intention is that mayoral combined authorities will have automatic access, with other areas having access if granted with the Secretary of State’s consent. However, we are neutral about the methods that are chosen on a local basis. I do not mind what local authorities choose to do, as long as they achieve their objective, which is to put more passengers on the seats of buses.

The metro is clearly a fantastic asset for Tyne and Wear. I remember its arrival—the home where I was brought up is just to the south of there—and it was fantastic. That is why we are supporting it with a £317 million capital grant to reinvigorate the system and ensure that it continues to provide an efficient public transport system. We are also supporting the day-to-day operational costs of the system with a revenue grant of £203 million.

We have talked a bit in the debate about the business case. Nexus is working up a business case for further investment in the metro system up until 2030. Hon. Members asked whether the Department was open to that. My Department is actually working with Nexus to develop that business case, so yes, we are extremely open to it. I cannot give an indication of the timing of when that will be decided upon; we have to receive the case first. I am also aware that NECA has looked at a wide range of options for extensions, some of which would directly benefit the constituency of the hon. Member for Houghton and Sunderland South. I also very much like the idea of Hitachi providing the metro’s new rolling stock. “From the north-east, for the north-east” is a very attractive message.

Rail has been mentioned, so I should highlight the fact that Network Rail will be spending £40 billion between 2014 and 2019, in addition to the High Speed 2 investments. The key benefits that we will see locally will be in the new franchises: Northern and TransPennine Express. By 2019 we will see brand new TPE trains in service, two new TPE trains an hour between Newcastle and Manchester, an hourly TPE service between Newcastle and Edinburgh and additional services from Sunderland to Middlesbrough and Newcastle.

[Mr Kevan Jones]

I am grateful for that information, but if those services do not stop at Chester-le-Street, they are not actually going to improve things for my constituents at all.

[Andrew Jones]

Clearly trains have to stop if people are going to get on them. That argument does not seem to me a difficult one, but it is one that has to be built in to the franchise arrangements. I will happily take that back. The hon. Gentleman also asked about the Ashington, Blyth and Tyne line. The North East local enterprise partnership has asked us to consider a bid for development funding for the reintroduction of passenger services on that line, which seems to me to be very positive.

There has been some caution regarding HS2, which seems to me to be entirely unreasonable. HS2 will free up capacity on our network, inject capacity to allow more services to be provided and deliver benefits of £103 billion to the UK economy, around one third of which we expect to be in the north of England. Some 70% of the jobs that will be supported by HS2 are expected to be outside of London, so HS2 is an important part of our network.

We have not talked much about roads. Not only will we have a motorway running to the north-east for the first time ever, as highlighted by my hon. Friend the Member for Carlisle (John Stevenson), but there are also schemes to the west of Newcastle. With regard to today’s announcements, I can confirm that we have done five strategic studies in the Department for Transport as part of the road investment strategy. As part of those, the A66 will be dualled and there will be work on the north-west quadrant of the M60. That is part of the road investment strategy from 2020 to 2025, so the idea that the north-west is getting everything and the north-east is ignored is not true. There was a further announcement, which has not necessarily been picked up yet: that the Tees Valley east-west connections are also being approved to take the business case forward to the next stage. That is effectively a Darlington north-western bypass. That was a further positive announcement today.

My hon. Friend the Member for Berwick-upon-Tweed (Mrs Trevelyan) talked about people being doom-mongers and wondering whether anything would happen in people’s lifetimes. I was asked by a colleague whether HS2 would happen in anyone’s lifetime and I suggested that, as we were starting to do the build in the spring, it would be quite a good idea to hang on—we do not want a by-election. I agree entirely on the merits of the Borders line. It is one of the most beautiful parts of our United Kingdom, and it is a big success. I will be very happy to see it extended. That sounds like a good idea, but I have not seen anything further on it.

This is my last point. I hope that this quick canter through the various announcements that have been made has highlighted the fact that significant investment is taking place in road and rail. We have seen air capacity increased. We have changes taking place to buses—

[Sir Edward Leigh (in the Chair)]

Order. The Minister should please give the hon. Member for Houghton and Sunderland South (Bridget Phillipson) 30 seconds to wind up.

[Andrew Jones]

I heartily support all that is happening and the Government’s strong commitment to the north-east.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 17th November 2016 Commons Chamber

[Andrew Stephenson (Pendle) (Con)]

1. What steps his Department is taking to prevent the rent of high-performance sports cars by dangerous drivers.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

The Government are committed to ensuring that courts have sufficient powers to deal with dangerous driving and will soon commence a consultation looking at driving offences and penalties. Rental companies can check Driver and Vehicle Licensing Agency driver records and should not be renting vehicles to unsafe drivers. The British Vehicle Rental and Leasing Association has a code of conduct it expects its members to comply with, and, if concerned, the public can contact the BVRLA or trading standards.

[Andrew Stephenson]

In my area, and across the UK, a large number of accidents and deaths have been caused by inexperienced drivers, who often hire high-performance cars for just a few days at a time. Later this month, the Lancashire Telegraph will launch a dangerous driving campaign looking at this and many other aspects of road safety. Will the Minister join me in supporting the campaign, which aims to shine a light on what is happening on our roads?

[Andrew Jones]

My hon. Friend makes an important point about road safety, which is a critical issue, because, despite our enviable national record, 1,730 people lost their lives on British roads last year. Media campaigns in this area can be very helpful, so I do, indeed, support the Lancashire Telegraph campaign in principle, and I look forward to hearing more when it starts.

[Graham Jones (Hyndburn) (Lab)]

I, too, am supporting that campaign, and we have seen numerous incidents across east Lancashire, but would the Government not accept that one thing that is not helping on motorways is the fact that local government cuts mean that motorway lights are being turned off?

[Andrew Jones]

There is no evidence that any of the changes taking place on our motorways are impacting on road safety; in fact, it is the other way round—our motorways are some of the safest roads on our network, and our network is among the safest in the world.

[Jim Shannon (Strangford) (DUP)]

Does the Minister agree that anyone with points on their licence indicating a number of offences should be excluded from the rental of cars with above a 2-litre engine? Would he consider co-operation with the police and insurance companies on this issue?

[Andrew Jones]

The hon. Gentleman makes a very interesting point. I do not think we can necessarily exclude people from a marketplace, but, of course, all the rental companies do have access to driver records, and I will take that idea forward.

[Stewart Malcolm McDonald (Glasgow South) (SNP)]

2. Whether he has had discussions with the Attorney General on investigations into car manufacturers and emissions irregularities.

--- Later in debate ---

[Conor McGinn (St Helens North) (Lab)]

5. What steps he is taking to improve transport infrastructure in the north of England.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

Improving northern transport infrastructure is vital to the success of the northern powerhouse. The Government are committing £13 billion in transport improvements over this Parliament, and we have created Transport for the North, a partnership of key organisations to drive forward a northern transport strategy. Our announcement this week on HS2 phase 2b is further confirmation of our commitment.

[Conor McGinn]

We are told that HS2 will cut journey times from the north to London and therefore benefit places such as St Helens, but surely the real driver of economic growth and regeneration in the north is good transport infrastructure across the region from west to east. When will we see a commitment to, and action from the Government on, connecting our great northern cities and towns to each other, not just to London?

[Andrew Jones]

The action the hon. Gentleman is calling for is already under way, with the electrification of the trans-Pennine rail links, the road investments that are taking place and HS3, which we have called “northern powerhouse rail”. That project is being developed by TfN and we will be seeing its proposals early next year.

[Martin Vickers (Cleethorpes) (Con)]

Notwithstanding what the Minister has just said, when I attended the UK Major Ports Group reception on Monday evening, the port director for the Humber stressed to me how urgently needed east-west connections from Immingham and the Humber ports to Liverpool and Manchester were. He talked about trans-Pennine tunnels and so on, which are decades off, so can the Minister reassure him that action will be taken immediately?

[Andrew Jones]

I can provide my hon. Friend with much reassurance. I entirely agree on the importance of connecting businesses to our key modes of transport, especially our ports. Developing the connectivity of our ports is a project being taken forward by the Minister of State, Department for Transport, my right hon. Friend the Member for South Holland and The Deepings (Mr Hayes).

[Mrs Louise Ellman (Liverpool, Riverside) (Lab/Co-op)]

Liverpool2 has recently opened, with a new deepwater port, which raises the possibility of the whole of the north becoming an economic powerhouse. What can the Minister tell us about plans to improve freight access to ports right across the north, in an integrated approach with road and rail?

[Andrew Jones]

The Liverpool2 development is a very exciting one, opening up the port of Liverpool to 95% of world shipping. Access to the port is, of course, part of the project being taken forward by my right hon. Friend the Minister of State.

[Nigel Mills (Amber Valley) (Con)]

Does the Minister agree it is vital for infrastructure in the north that we electrify the midland main line through the midlands and on to Sheffield on the existing timetable?

[Andrew Jones]

The next stage to Corby is just about to start, but my hon. Friend’s point will have been heard by the rail Minister and I will pick that up with him afterwards.

[Nic Dakin (Scunthorpe) (Lab)]

17. What progress are the Government making on implementing their new steel procurement guidelines in relation to projects such as those in the north of England?

[Andrew Jones]

Ninety-five per cent. of the steel used on our railways already comes from Scunthorpe, and that is a key part of all of our procurement. We want to see British steel used in our transport infrastructure, and Scunthorpe will of course play a key part in that.

[Mr David Nuttall (Bury North) (Con)]

By the time HS2 eventually opens from Manchester Piccadilly, it will take some of my constituents, who live within Greater Manchester, longer to drive to Manchester, especially at peak times, than to travel by train from Manchester to London. What plans do the Government have to improve that?

[Andrew Jones]

It is not as though HS2 is the only investment taking place in the north: more than £1.25 billion is being spent in the north-west on local transport schemes through the growth deal; £800 million-plus is being spent on north-west road schemes; and a further £1 billion is being spent on other parts of the rail network. It is HS2 plus all the other investments that makes the comprehensive transformation of transport in the north.

[Lucy Powell (Manchester Central) (Lab/Co-op)]

Does the Minister agree with a group of leading north-west businesses that the gap between investment in north-west transport infrastructure and investment in London transport infrastructure is unacceptably high? Does he agree that if we were to close that gap, we could really transform the commuter services, trams and buses, and we could get the Oyster card of the north, which we so desperately need to transform our transport?

[Andrew Jones]

Transport investments around the country are not necessarily happening at the same pace, but I suggest to the hon. Lady that £340 million is being spent on rail in the Liverpool city region right now, and nobody could really doubt our commitment to the north after this week’s announcements on HS2.

[Andy McDonald (Middlesbrough) (Lab)]

I do not want to prick the bubble of self-congratulation, but new analysis published yesterday by the TUC reveals that the UK ranks towards the bottom of the table of OECD countries for capital investment in important areas of economic development, and worst of all is transport. As a percentage of 2014 GDP—these are the latest figures—UK investment was the lowest ranking, in last place out of 34 countries. With pauses and unpauses, and shunting programmes off into the distant future—be it HS3, northern powerhouse rail, or whatever we want to call it—is it not time that the Government started delivering instead of continually breaking their promises?

[Andrew Jones]

I remind the hon. Gentleman how we collapsed in OECD league tables under the last Labour Government, and that we are spending £13 billion on transport investment in the north during this Parliament, as I outlined earlier.

[Amanda Milling (Cannock Chase) (Con)]

6. What steps are being taken to improve compensation for rail passengers who experience delays.

--- Later in debate ---

[Philip Davies (Shipley) (Con)]

8. If he will ensure that trains on the proposed High Speed 3 route stop at Bradford.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

Northern powerhouse rail, which is sometimes called HS3, is the Government’s vision for dramatically faster and more frequent rail journeys across the north, to help to build the northern powerhouse and strengthen the British economy. With Transport for the North, we are investigating the benefits, both to passengers and to the economy, of northern powerhouse rail serving key markets such as Bradford.

[Philip Davies]

It is absolutely essential that a city the size of Bradford has a station stop on the HS3 route, otherwise the economic benefits in West Yorkshire will be only for Leeds, which will be like throwing apples into an orchard that is already full. Will the Minister therefore commit to making sure that Bradford is on the route so that the Bradford district can also benefit from the northern powerhouse?

[Andrew Jones]

We are expecting Transport for the North to publish its priorities for northern powerhouse rail development early next year. I will make sure that the voice of my hon. Friend is heard in that planning, and I will keep him informed of progress.

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

Will the Minister give a good talking to to the infrastructure tsar—who waxed lyrical on the radio this week about how important it was to link Oxford and Cambridge—about concentrating on the links across Yorkshire and Lancashire? That is the emphasis we want. We do not want Huddersfield left off the map on any occasion.

[Andrew Jones]

It is impossible to think that Huddersfield would be left off the map on any occasion. Obviously, we are investing in transport in all parts of our country, including connectivity in the north, and between Oxford and Cambridge.

[Holly Lynch (Halifax) (Lab)]

10. What estimate he has made of the level of overcrowding on the Caldervale line between Leeds and Manchester.

--- Later in debate ---

[Philip Davies (Shipley) (Con)]

T4. The case for a Shipley eastern bypass was first made in the Airedale masterplan many years ago. The Government say that it is a matter for the West Yorkshire Combined Authority, while the West Yorkshire Combined Authority and Bradford Council say it was the Government rules on return on investment that made the scheme an impossibility. Will the Minister get together with the West Yorkshire Combined Authority and Bradford Council to make sure that this scheme can become a reality for the benefit of my constituents and the local economy?

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I am fully aware of the merits of the scheme, and I will make sure that officials from the Department, the West Yorkshire Combined Authority and Bradford Council sit down to sort this out. There is no reason why Government mechanisms for approval should hold back schemes in Bradford. We are seeing schemes progressing all over the country, so I shall make sure that Bradford knows what to do so that the people of Bradford can see the investment they need.

[Daniel Zeichner (Cambridge) (Lab)]

May I associate Opposition Members with the Secretary of State’s comments about the tragedy in Croydon?

The latest statistics from the Department for Transport show a marked decline in bus patronage across the whole country—a drop of some 3%, along with a drop of 2% in bus mileage. Given that we are trying to get passengers out of cars and on to buses, is this not a mark of Government failure? What is the Secretary of State planning to do about it?

[Andrew Jones]

We are, of course, maintaining our support for buses, which we see as the workhorses of our public transport system. They make more than 5 billion passenger journeys per year, compared with 1.7 billion on our railways. We are maintaining, for instance, the bus service operators grant and the £1 billion for the concessionary bus pass scheme, and the Bus Services Bill will be introduced next week.

[Daniel Zeichner]

I rather expected the Minister to refer to the Bus Services Bill. Given that franchising is the answer, why is he denying the choice to many swathes of the country? Why cannot parts of England which do not take on elected mayors—and which are represented largely by his own side—have powers to improve their services as well?

[Andrew Jones]

I think the hon. Gentleman is mistaken when he says that franchising is the answer. All the conversations that I have had with local authorities have produced a mixture of solutions, but most of have focused on partnerships: good partnerships between local authorities and bus companies which will meet local needs.

[Mrs Cheryl Gillan (Chesham and Amersham) (Con)]

T5. At the request of the HS2 Committee, to ensure compliance with the aim to achieve “no net loss in biodiversity” during the construction of the project, Natural England produced a report on the subject. The Department appears to be dismissing that report, if the brevity of its response is anything to go by. Will the Secretary of State undertake to give detailed consideration to fulfilling Natural England’s recommendations, and will he put the protection of our ancient woodland at the top of his list of priorities?

--- Later in debate ---

[Chris Davies (Brecon and Radnorshire) (Con)]

As my hon. Friend knows, rural Wales is the most beautiful part of any country in the world to drive through. I wonder what more he can do to press the Welsh Government to improve investment in roads in my area, so that our world-class countryside is accessible via a world-class road network.

[Andrew Jones]

I do indeed know how beautiful rural Wales is, and my hon. Friend is right to stress the importance of good connections to the tourism industry. I, too, wonder what I could do to press the Welsh Government. Perhaps we could simply highlight to the people of Wales the greater priority placed on investment in infrastructure by Conservative Governments.

[Nic Dakin (Scunthorpe) (Lab)]

T3. I welcome the Minister’s positive comments about the quality of British steel, and the fact that 95% of steel in rail is UK steel. Does he believe that that record will be matched by the steel used for HS2?

HS2 Ltd: Communication and Engagement

Andrew Jones Excerpts

Thursday 27th October 2016 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I congratulate my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) on securing this debate on the effectiveness of the communication and engagement undertaken by HS2 Ltd. I must begin by acknowledging her tireless work, which has had a measurable effect on the Government’s approach. She also highlighted the communications problems that have been a part of the project to date, about which I have heard not only from my right hon. Friend today, and previously, but from other colleagues around the House. The main thing that she asked of me in her closing remarks was whether I would undertake to look at the communication thus far and improve it. I can assure her on that right now, and I will go into this in a bit more detail.

Let me start by putting the HS2 project into context. I know that we might disagree on this, but I believe that HS2 is a vital strategic issue for our whole country. Our rail industry is a huge success and—

--- Later in debate ---

Motion made, and Question proposed, That this House do now adjourn.—(Christopher Pincher.)

[Andrew Jones]

Our rail industry is a huge success, and that growth is causing huge problems for the capacity of the network. We need to put capacity into the network, which is what HS2 is about. We need to recognise that it will bring connectivity and capacity on the vital routes between London and the west midlands, Crewe, Leeds, Manchester, south Yorkshire and the east midlands. It will also create space on our networks for other new routes, and give a boost to our regional and national economies. It is vital for the jobs it will create.

[Sir William Cash]

I know that the Minister is only using those things as a backdrop to the points he is going to deal with in a moment on the specifics that my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) so ably put forward. Will he accept, however, that report after report has challenged the assumptions on which he has just made his remarks? Although the vote in the House of Commons demonstrated a huge majority for the project, the reports that have been coming out over the past few years have universally condemned the project, on cost and increasing cost grounds, and on many of the assumptions on which he has just put forward his case.

[Andrew Jones]

It would be a little extreme to say that all the reports that have been written on this project are universally condemning it—I do not believe that to be the case. I recognise that some voices have cast doubts upon the project, or have said that we should be doing a different project or that there could be an alternative use of public money, but there is now real momentum behind this project, which had overwhelming support in this House, with the votes on Second and Third Reading of the phase 1 hybrid Bill being passed by nine to one in favour.

When construction begins next year, attitudes will change on this again. We intend to start construction shortly after Royal Assent, which we anticipate will be towards Christmas or in January, depending on the progress that their lordships make; the commencement of work should be in the spring. At that point, the debate will change. It will not be about whether or not we should be doing this project, but about how we can maximise its benefits, because this project is going to happen. When the construction does start, HS2 will rapidly become the largest infrastructure project in Europe. A project of the scale, complexity and duration of HS2’s nature requires engagement across many communities, organisations and individuals.

[Mrs Gillan]

Having just confirmed the scale and complexity of the project, does the Minister agree that it would be sensible to have a dedicated Minister for it, as it is of such size that it needs supervising closely? It is clearly out of control at the moment.

[Andrew Jones]

I would not say this project is out of control. The apportionment of responsibilities is mercifully way above my pay grade, but I am thoroughly enjoying having responsibility for this project, because it is an exciting one that will transform our rail industry. It is our long overdue recognition that we need to start taking responsibility for our own transport futures. We are still trading off Victorian infrastructure, which shows not only how significant the ambitions of our Victorian forefathers were, but how we need to address the situation and take responsibility for ourselves.

Let me get back to my point about the scale of the project. We are dealing with a project of enormous scale, complexity and duration, and we are talking about one of the largest communications and engagements challenges ever undertaken on an infrastructure project in this country. On a project of this scale, we cannot leave the communications and engagement to chance. The Government and those who enact the policies of the Government, such as HS2 Ltd, have a duty to communicate clearly and openly with everyone, but above all with those on whom Government policies may impact and, in some cases, disadvantage. All of that takes time, resources and professionalism. Above all, the underlying attitude has to be to treat individuals and communities with respect. That point underpinned many of the remarks of my right hon. Friend. It is very disappointing to hear that there are huge concerns about this, and that people feel that that has not happened. I personally undertake to take all the points from today’s debate to HS2 Ltd, and to have further conversation about them, because the attitude that has been described is unacceptable and will have to change.

[Jeremy Lefroy]

l very much respect the attitude of the Minister towards the project and this debate. Will he also mention to HS2 another concern of my constituents, which is that when they are suffering from great stress as a result of this project—we are talking about some fairly elderly folk—there is no particular provision for them at their local GP surgeries to receive some kind of additional counselling to help them overcome it?

[Andrew Jones]

I will most certainly look into that. My hon. Friend always speaks up as a great champion for his constituency, particularly in health matters, and I am happy to take his point forward.

Communication and professionalism are the principles that HS2 must apply, but not in a profligate way. We have taken a very positive and conservative approach to publicly funded communications under this Government and the coalition Government. Basically, I am talking about doing more without spending more. By 2015, we were actually spending 47% less on communications than six years previously. HS2 must be focused in its communication.

It might just help if I explain some of the things that have happened before talking about the future. Over the past few years, HS2 Ltd has delivered what has been estimated as the largest public consultation that we have ever had in this country. Through public events, exhibitions and information boards, the company has engaged with more than 30,000 people. The High Speed Rail (London - West Midlands) Bill Select Committee has heard more than 1,578 petitions, compared with 205 petitions for the Crossrail Bill. Overall, HS2 Ltd estimates that it has interacted with more than 140,000 people, received 80,000 consultation responses, dealt with 37,000 helpdesk inquiries, engaged with 20,000 people at meetings and events and, last year, sent out approximately 396,000 pieces of literature.

All of that says to me that there are things happening in scale, but all of the concerns that have been articulated by my right hon. Friend indicate that we have much further to go in this piece.

[Sir William Cash]

As my hon. Friend will know, the word consultation means “I hear what you say”, but it does not mean that “I will do what you ask”. In fact, the attitude that has been highlighted by my right hon. and hon. Friends, and that I have had personal experience of, is that people are listened to, but then nothing much happens after that. That is called communication, not consultation.

[Andrew Jones]

My hon. Friend makes a legitimate point. Consultation in the worst cases can simply be a tick-box exercise—a process that has to be undertaken for lots of different elements of public policy or for planning applications. That is not good enough, but during the progress of the Bill, we have seen many changes in the original proposals, the consultation and the route and the communication around it. We are not in that place where people are just going through the exercise and not listening, but I do not want people to think that their voices will not be heard. We must ensure that people recognise that their views are respected. That goes back to my earlier point about ensuring that, underpinning everything, there is an attitude of openness and respect for individuals.

[Mrs Gillan]

Will the Minister give way?

[Andrew Jones]

I am making no progress, but yes, I will give way.

[Mrs Gillan]

I am sure the Minister will—he has a good 20 minutes, and he thought he was going to have only 10, so he has plenty of time.

Yes, in my area, for example, we have had route changes, but the proposal that HS2 should come up in the middle of the football pitch in the middle of Old Amersham was geologically incompetent, and it had to be changed because it was impossible for it to come up in that particular area, so they moved it along to Mantles wood. However, the change was made by the Select Committee here in the House of Commons on additional provision 4, so it was not HS2 or the Department that were listening; it was actually the House of Commons Select Committee—our colleagues—that was listening and made changes. We in the Chilterns area would still like further tunnelling to protect the valuable and fragile landscape. However, that is rapidly diminishing into the great beyond and is impossible, but I am hoping that, maybe, the Minister will give me encouragement that he is listening and that he could achieve that for us.

[Andrew Jones]

I am, indeed, listening. I am not entirely sure that I can promise extra tunnelling in the Chilterns—that was a very big ask. We have, as a House, and through this project, been over that ground in some detail. However, the point remains that consultations are to genuinely listen to local input so that projects can be improved, whichever part of our public services it is. That cannot mean that everybody gets what they want—that is not possible—but it certainly means that people should be treated with respect and that it is not just a tick-box exercise.

The point about the numbers I was going through earlier is that there is already scale to what is happening. These are big numbers, but the big numbers have to be backed by practical help. In April 2014, an improved assistance package for property owners close to the route was announced. I would stress that the Government are committed to fairly compensating land and property owners directly affected by HS2. Most large infrastructure projects compensate property owners only when statutory compensation measures apply. Given the time it will take to develop HS2, which is a most unique project, the Government recognise that earlier discretionary schemes help those property owners who are most severely affected by the proposals.

My hon. Friend the Member for Stafford (Jeremy Lefroy) raised the point about those most affected by blight in phase 2a. They can submit a blight notice, and that means, potentially, face value for property—10% homeowner’s payment and costs. I will write to my hon. Friend with details of that so he can pass those on to his constituents and anybody else who may contact him.

Residents with properties on the full phase 1 and phase 2a routes currently have access to a package of compensation measures and assistance. Overall, these are available much more widely than for other infrastructure projects, and, indeed, offer more choice. We intend to bring forward proposals for long-term property compensation and assistance schemes when the HS2 phase 2b announcement is made later this year.

The need-to-sell scheme is, I believe, operating fairly. I will of course pick up the points my right hon. Friend mentioned. We already have updated guidance to reflect learning from the scheme since its inception in January last year. In particular, a change made earlier this year allows a successful applicant to choose one of the two initial valuers, either from HS2 Ltd’s pool or any Royal Institution of Chartered Surveyors-registered valuer. While that change is recent, initial results show fewer properties need further valuations to determine their fair price. That is an issue the right hon. Lady has raised, and I am grateful to her for her contribution. It was alluded to by my right hon. and learned Friend the Attorney General, when he talked about how increased and improved communication may have mitigated the need for more petitions as the Bill progressed.

A residents’ charter has been introduced setting out clear commitments by HS2 Ltd to local communities. Through the charter, HS2 Ltd pledges to communicate plainly; respond to inquiries quickly and efficiently; and promote awareness of all discretionary property schemes. Holding HS2 Ltd to the standards of the charter is the independent residents commissioner Deborah Fazan. I have met her already, and I intend to have a regular series of meetings with her and, indeed, others, to make sure they are taking up and following through any issues raised with me by colleagues.

HS2 Ltd has introduced a robust, verified complaints-handling process which includes an independent review stage that meets ISO 9001—the nationally accredited standard. The real prize, of course, is to avoid as far as possible giving cause for complaint. That means building HS2 carefully and correctly. An environmental statement accompanied the introduction of the hybrid Bill, and further environmental statements have accompanied the additional provisions considered by the Select Committee. Changes made in the Select Committee mean less land take, more noise barriers, and longer tunnels. On the latter point, I again acknowledge the successful campaigning by my right hon. Friend the Member for Chesham and Amersham to lengthen the tunnel through her constituency.

[Sir William Cash]

It has been brought to my attention that there have been proposals for tunnelling through sand and gravel, and that in such circumstances an enormous of time will be wasted given that it is not possible to do that because it just falls in.

[Andrew Jones]

I am not a geologist, but I am aware of concerns about the ground conditions on the route for phase 1 and phase 2a. For example, my hon. Friend the Member for Eddisbury (Antoinette Sandbach) has highlighted the challenges regarding salt mines. These issues will be tackled in full and in detail by geologists. I recognise the challenges involved in a project with significant tunnelling, but, as a country, we have learned more about that through the progress made on Crossrail.

My right hon. Friend has made very clear the frustrations of not only her constituents but those of her colleagues’ constituents. HS2 Ltd acknowledges that it has not always got communications right, as we know. It did not in the case of Flats Lane near Lichfield, as the parliamentary and health service ombudsman’s report and the inquiry by the Public Administration and Constitutional Affairs Committee laid bare. I am not here to make excuses for the company. We must deal with all those affected with fairness, and fairness requires the highest standards of engagement. I believe that HS2 is an organisation that is learning, and it needs to learn and improve over time. Communications on phase 2 reflect the lessons of past engagement. I cannot correct what has happened before, but I can seek to learn from it, to make sure that the company has learned from it, and to correct and improve things for the future. Much has taken place and much more is planned.

On phase 2a, HS2 Ltd has seen 2,184 people at 13 information events held this month and last month, as well as numerous meetings with parish councils and action groups. It has also met individuals directly and indirectly affected by the 2a line of route. In addition, 1,487 people have been seen at phase 2a property events this year, and 1,442 were seen in 2015. On phase 2b, the company has already seen 6,458 people at nine information events held in South Yorkshire, plus a further 123 at appointment events. For me, that shows how much demand for information there is from the public. They know that this is a big deal, and they need to know what it means for them. High-level communication has to be at the core of a successful project. Following a decision on the phase 2b route, the company has plans for a series of further engagement events, details of which will be made known once confirmed.

Vital as good engagement on phase 2 is, the first phase of HS2 is poised at a significant threshold—the start of construction. HS2 Ltd will specify the behaviours it expects of its contractors in their engagement with residents and communities. For contractors working on HS2, key performance indicators on community engagement will form part of their contracts, and HS2 Ltd will measure their approach to this. The phase that we are entering will see many more people working not just on HS2 but all through the HS2 supply chain. The number of potential interactions between members of the public and the project will therefore increase. It is important to note that this is not just an HS2 Ltd issue; it is an HS2 Ltd and supply chain issue.

[Mrs Gillan]

One of the key things I have tried to put across during this debate is the fact that people do not have confidence in HS2 or in the independent commissioners who are supposed to represent their interests if things go wrong. Does the Minister agree that for HS2 to have an interim chief executive who comes from a contractor that has already received contracts from HS2, and that is now bidding for further contracts from HS2, makes it look as though there is a conflict of interest? Does the Minister agree that it hardly engenders confidence in the public that the project is being anything other than steamrollered through by people who are connected and who do not share the best interests of those who are affected by the scheme? Is that a relationship that the Minister is happy with? I think that there is a conflict of interest.

[Andrew Jones]

We sought to make sure that the project continued in its critical phase of delivery when Mr Kirby left to join Rolls-Royce. People leave companies all the time. He had a very good offer to go into Rolls-Royce, and he has taken it. “Man leaves company” is not necessarily news, but it would be news if the project faltered. We seek to secure continuity of delivery while we engage in a full and open recruitment process for a replacement for Mr Kirby.

I understand all the points that have been made about trust and communication. Trust is easy to lose and difficult to gain. As the project develops, the company will simply have to work much harder to rebuild trust. It takes ages to rebuild something that can be lost in a moment. As I have said, we cannot correct what has happened in the past. I know that there are frustrations from communities, councils and colleagues here. We have to learn from them and put in place measures in HS2 and the HS2 supply chain, with a means of appeal. We can come on to the commissioners in a moment. Those have to be the principles by which we can plan for the future. The company is developing its plans for working with contractors to deliver engagement plans for each area, and they will be captured in a public code of construction practice.

An announcement will be made shortly on HS2 Ltd’s appointment of a director of community engagement, who will answer directly to the CEO. In addition, HS2 Ltd has recruited engagement managers for the phase 1 route, and their numbers have increased from six earlier this year to 26 today. They will be the main points of contact for local communities and will be responsible for acting on the concerns of those communities. Moreover, the engagement managers will be responsible for ensuring that the issues that are raised with them are addressed by HS2 Ltd in a timely and open manner.

As a statutory undertaker, HS2 Ltd has been required to appoint an independent construction commissioner. My right hon. Friend the Member for Chesham and Amersham highlighted her meeting with Gareth Epps, who was appointed to the role on an interim basis in July. His is an interim role, but we envisage that it will increase after Royal Assent. It would be inappropriate to start adding to the cost base by allocating offices and taking on staff until we have clear Royal Assent. We intend to make sure that that role is independent and away from HS2 Ltd.

[Sir William Cash]

I want to use this opportunity to register my concern, about which I am writing to the persons responsible, regarding the temporary construction facility of a railhead near Stone, in my constituency, which will affect Swynnerton, Eccleshall and Stone itself—as well as Yarnfield, of course, which is where I am going on Saturday. I just thought I would get that on the record so that the Minister could pass on that message to the people he is talking about.

[Andrew Jones]

That message is now firmly on the record. It is inevitable that when projects of great scale arrive in any area, they will attract enormous public interest, public concern and, in many cases, public enthusiasm. We need to make sure that we get this right, and Members of Parliament have an important role as a natural place for a resident who is concerned about a national policy initiative to go.

The construction commissioner will mediate in unresolved disputes between HS2 Ltd and individuals or bodies, including under a planned small claims scheme. He will also monitor complaints and advise on how to reduce them where possible, and he will scrutinise HS2 Ltd and the community engagement work of its contractors, to provide a clear steer for the company. As I have said, following Royal Assent we expect it to become a permanent role, and I intend to have regular contact so that I am fully informed of any issues up and down the line.

I have alluded to the variety of communities and groups with an interest in HS2. The company understands the importance of a tailored approach. Its equality, diversity and inclusion team is at the forefront of engaging with harder-to-reach communities, including perhaps those with a language barrier. There have been concerns in the Camden area, for instance. That highlights the importance of local representatives, so local government has a significant role to play in HS2.

HS2 Ltd provides briefing sessions for local authority elected members and chief officers, and it meets, briefs and seeks input from them. I have met authority leaders in Birmingham and Manchester in the past few days. They are looking at the project in a very encouraging and exciting way and are considering how they will be able to redevelop their areas when the project lands. However, it is not just about redevelopment; it is also about construction work. HS2 Ltd, local authorities and other bodies, such as Highways England, have to engage properly in order to plan the building process effectively.

[Mrs Gillan]

Will the Minister give an undertaking that he will look at my amendments relating to the adjudicator?

[Andrew Jones]

I am coming to that and the answer is yes.

HS2 Ltd also has to engage with business organisations, to ensure that they know how to take advantage of the opportunities provided by HS2. I want HS2 to be a project that is from the UK for the UK, with UK contractors bidding for and winning business.

This is a project that matters to everyone, and I believe that it is in the national interest. Of course, it matters particularly to those whom it directly affects, and doing what is right by them includes excellent communications and engagement. That is what I and, most importantly, those along the route are entitled to expect from HS2, and it has given me that commitment. It is seeking to learn and build on what has happened before.

I will visit the HS2 offices in Birmingham shortly to review the community engagement plans. I will sit down with the team to discuss them and I will go through all the points that have been made by colleagues today. I can certainly provide an undertaking to review the amendments, as requested by my right hon. Friend. I will also consider her point about compensation to local authorities and write to her.

The point that I really want to make is that we cannot correct the past. This is a project that is happening. I believe that it is exciting and necessary and that it will transform our rail industry and provide a huge opportunity to regenerate large swathes of big cities across our country. Ultimately, I believe that it is a project that we will be proud of as a nation, but we have to make sure that we deal with the issues that have been raised, including building trust and communicating better. I can certainly give colleagues the undertaking that they can raise issues with me and that I will then take them up with HS2 right away. I want to make sure that, from the moment we set about building the project and right along the length of its line, people are treated with openness and respect, and that through that we can build the trust that has been missing, as judged from the comments of colleagues today.

Question put and agreed to.

High Speed Rail (Preparation) Act 2013: Financial Report

Andrew Jones Excerpts

Thursday 13th October 2016 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

The High Speed Rail (Preparation) Act financial report is published today under Section 2 of the High Speed Rail (Preparation) Act 2013. The report covers the period from 1 April 2015 to 31 March 2016.

A copy of the report will be placed in the Libraries of both Houses.

[HCWS183]

Cycling: Lincolnshire

Andrew Jones Excerpts

Wednesday 12th October 2016 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

It is a pleasure to serve under your chairmanship, Mr Hanson, I think for the first time in this Chamber. I congratulate my hon. and learned Friend the Member for Sleaford and North Hykeham (Stephen Phillips) on securing the debate. Cycling has sometimes been most closely associated in the media with more populated urban areas such as Greater London. That is a mistake. My area has fallen very much in love with cycling over the past few years, for all the positive reasons that he has articulated. If other parts of the country are like my area, cycling is booming, which is great news.

I would like to reinforce and support the arguments that my hon. and learned Friend made for cycling. It brings benefits in tourism and brings customers to businesses, not just in Lincolnshire but all over the country. Cycling is a great way to tackle the nation’s inactivity levels and improve economic growth. Above all, it is a sustainable and enjoyable way to travel and reduce travel costs.

The Government have an ambition to put cycling at the heart of our nation. We want to become a cycling nation. Our objective is to double cycling rates. Our vision is of streets and public places that support cycling and a road network where infrastructure for cycling is always considered when local and national routes are maintained, upgraded or built.

I am sure Lincolnshire is a wonderful county for cycling, partly because, as someone who is nearby but not too nearby, my perception is that it is relatively flat. For those of us who perhaps are not the fittest—people like me—that is quite a help.

[Stephen Phillips]

Will the Minister give way on that point?

[Andrew Jones]

Of course, though hopefully not on my fitness.

[Stephen Phillips]

I am sorry, but I cannot let that go. I live in a village called Thorpe on the Hill, and it is called that for a reason. I also have something called “the cliff” that runs down the middle of my village. I would not want people to think that we do not have big skies and big, open areas in which they can cycle in Lincolnshire, but if they are also interested in a bit of exercise I can certainly point them to some hills, including Harmston hill, which I have to say completely kills me.

[Andrew Jones]

I suspect my hon. and learned Friend’s fitness levels are way ahead of mine. He makes a valuable point. He has mentioned in both his opening remarks and his intervention the Lincolnshire landscape, and particularly the big skies that one experiences. I have certainly noticed that on all my visits to Lincolnshire.

Last year, the Government awarded half a million pounds for sustainable travel in Lincolnshire through the sustainable travel transition year fund. We also made similar awards to North Lincolnshire Council and North East Lincolnshire Council. Improvements such as the Canwick Road scheme were made possible by a contribution of more £1.5 million in funding from the DFT, which was put towards the £5 million overall cost of the project. Such developments ease congestion as well as providing improved facilities for pedestrians and cyclists.

In addition, Access Lincoln, Lincolnshire County Council’s framework for sustainable travel, will build on the success of Access LN6 by continuing to encourage people to walk, cycle, use public transport and car-share, as well as supporting key infrastructure projects in the city of Lincoln. Through our cycle rail grant, the Government have provided £360,000 for an innovative new cycle hub at Lincoln station. The hub will provide more than 200 new secure cycle parking spaces, making it easier and more convenient for people to cycle to the station. My hon. Friend the Member for Boston and Skegness (Matt Warman) said he wishes to see that extended into his area. I can only agree with him on the merits of such schemes, and I wish him every success. I know he is already discussing that with the Under-Secretary of State for Transport, my hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard). Where we have seen schemes developed, they have been successful, and I would like to see that success extended across the country.

With funding from the Department contributing to the success, Lincolnshire has made improvements to its infrastructure and made people’s experience of cycling more enjoyable. However, despite those good examples there is much more we will have to do if we are going to make this a cycling nation.

On 27 March we published the first draft cycling and walking investment strategy for public consultation. We had a fantastic response to it, with about 3,600 responses received, and more than 400 individuals attended engagement workshops around the country, highlighting the terrific appetite for cycling and walking. The draft strategy sets out our plans for creating a cycling and walking nation, with an ambition up to 2040 for making cycling and walking the natural choice for short journeys or as part of a longer journey. It includes a target to double cycling and a number of objectives to increase cycling and walking and reduce the rates of cyclists killed or seriously injured, and it explains the financial resources available in the spending period to support the delivery of the objectives.

The draft strategy also set out the actions to be taken to achieve our objectives under three broad themes: better safety, better streets and better mobility. I emphasise the key point that we cannot achieve those objectives alone. Our ambition will be delivered only if we work with local government, businesses, charities and the public. We want to support local delivery partners to do what they do best: identify and deliver individual, tailored cycling and walking interventions that are right for their areas. I think that was a key point made by my hon. and learned Friend about the progress made in Lincolnshire and that is exactly how we see progress being made across the country.

The Government have a role to play. We will take a lead on issues that require a national approach such as setting the framework and sharing knowledge and good practice. We will publish the final cycling and walking investment strategy once all considerations have been taken into account.

We have to look at funding as a part of this issue, because obviously that is important to help to facilitate change. We have made good progress. In 2010, for every person in England, just £2 was spent supporting cycling. That has gone up to £6 per person each year across England, and it is more than £10 per person in London and our eight cycling ambition cities, which include Birmingham.

[Stephen Phillips]

The Minister champions the fact that London is getting £10 a head and the rest of the country is getting £6 a head. I have to say that, not just in relation to cycling but in relation to everything, those of us who make our lives in rural Britain feel that we are constantly short-changed, because the money goes into the urban centres and not into our communities. I want his agreement that it is just not fair that the good folk of Lincolnshire will get £6 a head in this Parliament whereas the no doubt equally good folk of London, Birmingham and all these other places will get £10. It is not on, and it has to stop.

[Andrew Jones]

It is a question not of reducing funding in other areas but of improving the funding position right across the country. I share my hon. and learned Friend’s argument about how transport has been weighted towards the south-east—I represent a constituency further north than his own. The idea that transport issues exist only in the south of England is obviously nonsense that has to be corrected. That of course is one of the objectives of the Government’s spending programme, whether in High Speed 2, the road investment strategy or the control period 5 delivery plan—all such things are about injecting capacity. We have to address the significant regional imbalance.

That is not to say that I do not recognise that London has specific challenges because of its scale. It clearly has, but it is not unique in having transport challenges and those of rural areas are frequently overlooked. My hon. and learned Friend makes a valuable point and I agree with his underlying argument.

I think we have seen good progress with the cycling ambition cities, but I do not want progress to be only in small parts of our country. The spending review in 2015 included £580 million for a new access fund for sustainable transport, with £80 million of revenue funding and £500 million of capital as part of the local growth fund. That will build on the legacy of the local sustainable transport fund and its success in supporting sustainable travel to work as well as supporting the cycling and walking investment strategy. Following a competitive bidding process, we hope to be able to announce the winners of the current access fund applications later this year, by Christmas.

More than £200 million has been allocated to the cycling ambition cities, which are making progress with the delivery of cycling networks, including Dutch-style segregated cycle lanes in Cambridge, new strategic routes in Greater Manchester and a cycle superhighway in the north-east. That group meet regularly to share their experiences and learning, and I want to capture some of those and make all of that information available so that we can help to share good practice. Part of our role in Government is to pull together what good practice looks like, and encourage those with local responsibility. That is already happening in, for example, the shared space initiative; it is all about supporting local authorities in their work.

My hon. and learned Friend emphasised safety, which is obviously critical. There are still far too many people losing their lives or being seriously injured on the roads. As the Minister for road safety I am acutely aware that every life lost is a family shattered. We will do all that we can to improve the safety performance of our roads. To put things in context, ours are among the safest roads in the world. Last year was the second best year for road safety in our history, in terms of lives lost. Obviously, we want to build on that and go further, and that certainly includes cycling. I remember learning awareness and the law of the road, and how to use a bike, when I was quite small, at primary school. Bikeability is the Government’s national training programme, designed to give people the skills and confidence to cycle safely and competently on today’s modern roads. It has delivered approximately 1.9 million training places across the country since it began in 2007. We have secured a financial settlement for the next few years. My hon. and learned Friend asked for a commitment that it will continue and I am able to give him that. The funding has been secured; we have £50 million in the spending review and we expect to train a further 1 million children over the next four years.

Importantly, my hon. and learned Friend highlighted the good work being done in Lincolnshire, especially in relation to routes to school. We want to encourage children to be able to ride to school; but before that can happen, addressing parents’ natural concerns is fundamental. That is not, of course, a single initiative. We want to encourage cycling right across the transport mix. Highways England, which is responsible for the nation’s strategic roads, launched its cycling strategy in January. It outlined plans to provide a safer, integrated, more accessible strategic road network for cyclists and other vulnerable road users. It will invest £100 million in 200 cycling schemes between now and 2021.

The issue is not only funding, although that is obviously important. My Department is committed to ensuring that good cycling infrastructure is in place across the country. London has been mentioned, and there has been good progress there; but it is not just a London issue. We want to share the lessons across the country so that everyone benefits from the experience. The cycle proofing working group, which does not have the catchiest title in Government, was set up in 2013, and consists of experts from across the sector, who share knowledge, conduct research, promote good practice, and advise on cycle proofing standards to help support those with responsibility for designing and building infrastructure on a local basis. The Department has recently published case studies designed to help local authorities with the design and delivery of cycling provision.

We fully support devolution and decentralisation. It has of course been a running theme throughout this Government: the idea that local areas best know their needs and problems, and their solutions, seems self-evident to almost all Conservatives, but it has not necessarily been a feature of Government policy over the years. We are providing more capital for local infrastructure than ever before, particularly through the local growth fund. If anyone thinks that that is bad news for walking and cycling, they should reconsider. Forward-thinking local enterprise partnerships such as Greater Lincolnshire know perfectly well the value and the economic benefits that cycling can bring. We know that, because they have allocated more than £270 million to cycling infrastructure projects over the next five years.

Some of the benefits of that investment are beginning to be seen in Lincolnshire. The Go Skegness scheme has been mentioned. That project has started on site, and will transform public transport and cycling accessibility in and around Skegness. There has been a 77% increase in the number of cyclists on the Station Road cycle way, which is a key route in North Hykeham; that is fantastic. My hon. and learned Friend mentioned the Hirebike casual rental scheme in Lincoln; bikes are available to rent across the city. It was launched only three years ago in 2013, and 100 bikes are now available to rent. My hon. and learned Friend mentioned the imminent expansion and the ways in which the Department seeks to support it. The extension includes electric bikes, an interesting part of the marketplace that has made much more progress in other European countries than in the UK. I think they are likely to be a feature of the marketplace in time ahead; it may be an encouragement to participation in cycling for softies such as me.

I am trying to convey an impression of the many different ways in which the Government are committed to cycling. It is not our role to dictate what local areas spend their money on; they know themselves better than Government could, and our role is to support them by undertaking research, providing information and advice, and encouraging and promoting their work. We have been getting the message out, and it is clearly working and getting through. In future we shall go further with devolution deals, which will, I think, include more consolidated local funding pots. We will go further in supporting local bodies to create high quality local plans for cycling and walking.

We are very ambitious about making good progress with cycling, for health, environmental and transport reasons. There are not many things in this world that are fun, good for the environment, and good for us too; but cycling is one of those things. Our cycling and walking investment strategy is the first phase of a longer term process of transformational change to make this truly a cycling nation. It has been great to hear about the progress made locally in Lincolnshire, in my hon. and learned Friend’s constituency and others. He asked specifically for an undertaking that the Government will continue to support cycling, and I give him that: yes, they will. They will continue to support it financially, through publicity and the sharing of good practice. We view cycling and walking as being at the heart of our transport mix. I hope that the progress made in Lincolnshire will extend across the country, because it is exactly what we need.

HS2: North-west of England

Andrew Jones Excerpts

Tuesday 11th October 2016 Westminster Hall

[Andy McDonald (Middlesbrough) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Owen. I thank my hon. Friend the Member for City of Chester (Christian Matheson) for securing the debate. He passionately put forward his case on how HS2 can serve the interests of his constituents and the wider north-west. I echo his sentiment that HS2 has Labour’s backing. We welcome infrastructure investment, but part of the case for HS2 that convinced so many was that it was not simply another project designed for the benefit of the south-east but that it would benefit regions across the country.

Crewe is already a gateway station for the north-west, with regional and long-distance connections to the wider north-west, the east midlands and Wales, but there are significant capacity constraints that have an impact on reliability, which has been below industry targets, and there are bottlenecks at Colwich junction and around Stafford. This is also a problem for national freight operators, with much freight traffic on the west coast main line routed through Basford Hall yard, south of Crewe, and 43% of rail freight journeys using the west coast main line at some point.

The phase 2a link will help provide much needed additional capacity for freight and will improve reliability for commuter services, so it should be welcomed that the Government have brought forward the opening of the phase 2a link to 2027 as that will provide benefits to the north-west and beyond. However, it would be disappointing if a Crewe hub were not developed, as the fact that it is already a regional hub provides a springboard for further developing and improving connectivity with conventional rail. The benefits of stopping more trains at Crewe are clear, as expressed in David Higgins’s “HS2 Plus” report.

We welcomed the Government’s decision to accelerate the section of route from the west midlands to Crewe so that it opens six years earlier than planned in 2027, bringing benefits to the north sooner than initially thought, but the primary concerns are the rumours that phases 2a and 2b might be downgraded or delayed as the project increasingly comes under budgetary strain.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

indicated dissent.

[Andy McDonald]

I see the Minister shaking his head—he can give me that assurance, then. In the words of the Public Accounts Committee report,

“the cost estimates for phase 2 are still volatile”.

There was a cost estimate from the Department for Transport that was £7 billion over the agreed £28.5 billion funding, and then £9 billion of potential savings were subsequently identified. We know that much of the savings are a result of more detailed and accurate estimates being applied, but the worry is that without a confirmed route and a firm cost estimate, and with budgetary pressures, the planned savings on phase 2 will be delivered by adversely affecting the expected benefits of the programme to the north, including the north-west.

I know the Minister will wish to reassure the House that he intends to preserve the integrity of HS2 to the north, because that will tackle the lack of capacity south of Birmingham and the poor connectivity not just between the region and London but within the north. It is crucial that we ensure that HS2 remains an infrastructure project that delivers for the whole country.

We have seen the uncertainty surrounding the proposed route changes in south Yorkshire. We do not want to see the same uncertainty on the western leg. It has been rumoured that if costs for the existing scheme cannot be brought down, one option under consideration is to delay or abandon altogether the section to Manchester and build the line only as far as Crewe, or to delay the line—an HS2 spokesperson said that the Treasury is taking the position that that nothing is ruled out.

I echo the concerns of my hon. Friend the Member for City of Chester and stress the importance of delivering a hub station at Crewe, which will benefit the sub-region, the north-west and the country as a whole, and of phase 2b, which ought to transform connectivity in the north and through the country. It would be disastrous for the north-west and make a mockery of the so-called northern powerhouse if phase 2 were to be downgraded.

We eagerly await the Government’s proposals for HS2 phase 2, but whatever the forthcoming route proposals, they must ensure that HS2 is an infrastructure project that delivers for the whole country. I hope the Minister can provide reassurances to that effect.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

It is a pleasure to serve under your chairmanship, Mr Owen. I congratulate the hon. Member for City of Chester (Christian Matheson) on securing this debate on HS2 connectivity in the north-west. He represents a beautiful city—one of the many places in the north-west that really stands to benefit from HS2. It has been great to hear the appetite for the scheme from across the Chamber.

HS2 will become the backbone of our national rail network. It will be a key part of building a transport system and economy that works for all. It will increase rail capacity and improve connectivity, and people will not need to travel on HS2 to benefit from it. By providing new fast lines for inter-city services, HS2 will free up space on our existing railway network for new commuter, regional and freight services. We are already starting to see the benefits of the scheme in the form of jobs and skills, which are being created now.

HS2 is working with businesses across the UK, including many small and medium-sized firms, to ensure that they are well prepared to bid for contracts and reap its benefits. Construction alone will generate about 25,000 jobs and 2,000 apprenticeships. A supplier roadshow has travelled the UK, highlighting the range of commercial opportunities that the construction schemes will present, encouraging companies from all over the UK to consider tendering for some of the work. I attended the last one, which was up in Aberdeen, which highlighted to the engineering businesses in the area who have perhaps developed great skills through the oil sector that HS2 presents opportunities for them.

HS2 is not just about serving a few destinations—that phrase was heard across the House. It is not just that; HS2 services will also run on to the existing network, serving destinations in the north-west and indeed those going as far as Scotland. Interchange with conventional rail will also be key in allowing places far beyond the network to benefit. Last year we decided to take the HS2 route via Crewe and to open the route to Crewe in 2027. The journey time between Crewe and London will be just 55 minutes—that is 35 minutes faster than today. Passengers interchanging at Crewe, for example from Chester or north Wales, will also be able to take advantage.

Sir David Higgins recognised the opportunity that Crewe presents for the region. He recommended a north-west hub at Crewe to integrate regional and high-speed rail. It is a sensible idea; Crewe already is a hub. It has rail services to London, Birmingham, Shrewsbury, south Wales, Stoke, Derby, Manchester, Liverpool, Scotland and, of course, north Wales and Chester. It is also well connected to major A roads and the M6.

The Government are developing options for Crewe and we expect to provide an update on the scheme later this year as part of our planned announcement on phase 2b. I will talk a little bit more about the timing later. The hon. Member for City of Chester has clearly put across the local ambition for high-frequency HS2 services at Crewe and for the increased frequency of conventional services between Crewe and Chester. I understand that local ambition. I have made the case for my own constituency as well, as indeed have many hon. Members. We are already investing in connectivity in the region, and we only have to look at the working taking place at the Halton curve to see that. We are looking at what HS2 connectivity could be provided at Crewe to benefit the whole region.

I have to say that it is too early to lock down the service proposition at this stage. We need to understand what is possible and what benefits could be delivered, but options need to be left open so that services meet the demands and priorities of the 2020s and beyond. I also have to say that we have to think about affordability. We have incredibly ambitious rail investment programmes and there are priorities for investment across the network.

[Christian Matheson]

Does the Minister accept that the opportunities for the 2020s and beyond will actually be created by getting the service level for HS2 right?

[Andrew Jones]

I have absolutely no doubt that when we consider those services we are all thinking ahead. I entirely buy the argument that transport investment is a driver of economic growth and, indeed, social progress—whichever mode of transport we are talking about. The Government are not buying trains because we like trains; we are buying them because they facilitate economic growth. That is the same with buses and social progress.

Taking HS2 to Crewe will play an important part in turning the town around. It is already a hub and it is also a town that is in need of investment, but HS2 is not a silver bullet in itself. We need to ensure that HS2 drives regeneration, not only in the places that it serves directly but far more widely. For the economic growth benefits of HS2 to be realised and to spread, local partners have an important role to play.

It is fantastic to see the north-west making such excellent progress in its plans for the region. The northern gateway partnership is already developing its growth strategy. That work, which is aiming to deliver around 100,000 homes and 120,000 jobs, will ensure the regeneration benefits of HS2 are felt right across the region. I have met with the combined authority, Transport for Greater Manchester, on a number of occasions, and I have done the same with the west midlands. It has been fantastic to see the ambition that those areas have for regeneration, recognising that, when HS2 arrives, it will present them with significant opportunities.

[Andy McDonald]

The Minister said it is too early to “lock down” the level of service, but he will undoubtedly appreciate that, if we cannot establish a bare minimum level of service, this becomes a rather pointless and redundant exercise. If he is not able to do that now, will he give some indication of when he will be able to give a little bit more detail about the basic minimum level of service we have been discussing this afternoon?

[Andrew Jones]

I will come on to timing a little later on. I turn to the matter of the north Wales main line and the work that is being carried out by the North Wales and Mersey Dee rail task force. I welcome its establishment and it is doing a good job of making the case for rail modernisation in north Wales and of developing wider growth plans for the region. This is an opportunity for north Wales to make the best case for investment in rail infrastructure and services. It is vital that a shared local vision is brought together with a defined set of prioritised outcomes based on economic growth, journey times, connectivity and modal shift. We will continue to work closely with that taskforce and with the Welsh Government to provide advice and assistance and to consider what can be jointly accomplished. We want the taskforce to advise us effectively on options for enhancements, including electrification, to address the regional economic needs and, of course, on the value of those options.

Many hon. Members have commented today. I will first respond to my hon. Friend the Member for Eddisbury (Antoinette Sandbach), who has raised concerns with me previously regarding the route north of Crewe, given the ground instability problems associated with the route crossing the Cheshire saltfield. I have been down that salt mine as part of looking at the winter preparations for the road network last year. I have to say it was a very interesting place to visit. I am aware of the scale of this enormous undertaking and I reassure my hon. Friend and other hon. Members that we are not ignoring that risk. HS2 Ltd has carried out surveys to better understand the geological issues in Cheshire and has commissioned further studies from third-party organisations. We are looking at a range of options in that area.

At this stage, I cannot provide any further information about where that part of the route will run. My right hon. Friend the Secretary of State will make an announcement on that during the autumn. My hon. Friend the Member for Eddisbury also made a further point about blight for residents affected by the potential routes. I will look at those cases with every sympathy, and I know she will write to me so I will look out for her letter.

I thoroughly agree with the points made by the hon. Member for Stalybridge and Hyde (Jonathan Reynolds) on transport being a driver of economic growth, on how capacity is necessary and on how, looking not too far ahead, we will have a rail network that is full, which is something we have discussed previously. He will not be surprised that we are in further agreement. To my hon. Friend the Member for Weaver Vale (Graham Evans), I say this is not a white elephant: it is a scheme that is a fundamental and critical part of our national infrastructure and it will happen.

To my hon. Friend the Member for Cheadle (Mary Robinson), I say yes, the debate really has moved on; it is not if but when this happens. The debate we should be having is on how we maximise the benefits that will flow from HS2 when it arrives. To the hon. Member for Wythenshawe and Sale East (Mike Kane), I say that I completely recognise that Manchester airport is thoroughly important, not just for Manchester but for the whole of the north of England with its power to connect it. I can also confirm that we are developing plans for HS3 alongside HS2; they are not separate schemes being developed in isolation. We are looking at integration of the two.

I can confirm that we have had absolutely no loss of ambition. I will run through some timing: on phase 1, we hope the Bill will complete its passage through the Lords very soon and we hope to start the build in the spring. The necessary work to prepare the Bill for phase 2a is underway and we intend for it to start its parliamentary journey next year. On phase 2b, the Government will announce our proposed route from Crewe to Manchester and from Birmingham to Leeds, south Yorkshire and the east midlands later this year. That will be an important moment and will begin to make the project far more tangible.

This is a project that is from the UK and for the UK. It is all about national benefits, including extra capacity on the network and developing skills, and companies from right across the UK will be able to benefit from the significant amount of work required. We view this as a critical part of our national infrastructure and of building a transport network and an economy that works for all. We have had a positive debate today. Though it has been focused on the north-west—and it is clearly right that this presents a huge opportunity for the north-west, for the city of Chester and for the whole region—it is a national project and we have to view it in that way.

[Jason McCartney]

Will the Minister give way? This will be very short.

[Andrew Jones]

It will have to be.

[Jason McCartney]

Will the Minister confirm that in November the Secretary of State for Transport will confirm the phase 2b route, from Birmingham to Crewe, up to Manchester and also the Yorkshire leg?

[Andrew Jones]

I can confirm that we will announce the Yorkshire leg. I do not know when the Secretary of State will announce it, but I can confirm that we will be announcing the full “Y” route—that is the Yorkshire leg and the Manchester leg.

[Jason McCartney]

This autumn?

[Andrew Jones]

This autumn; that is exactly right. This is a major undertaking for our country but it is an essential one. I emphasise one further point with my last comment: this project is one that central and local Government, and both the public and private sectors, have to come together to deliver. If we all come together to deliver this project we will maximise the benefits, both in transport and regeneration, and our whole country will benefit from that.

Question put and agreed to.

Resolved,

That this House has considered HS2 in the North West of England.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 15th September 2016 Commons Chamber

[Louise Haigh (Sheffield, Heeley) (Lab)]

15. What assessment he has made of the effectiveness of the provisions of the Deregulation Act 2015 relating to taxi licensing on the ability of licensing authorities to regulate taxi trade.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

Local councils have the powers to provide effective licensing arrangements in their area, but legislation is in the House to strengthen the current framework. We will consult on new statutory guidance for local licensing authorities once the parliamentary process is complete.

[Jo Stevens]

I thank the Minister for his reply. Internet and smartphone use has revolutionised private hire vehicle services. Does he believe that current legislation, which is now several decades old, is adequately regulating this technology?

[Andrew Jones]

The legislation that governs this sector goes back many, many more decades, to the age of the horse and carriage. That is why the Government asked the Law Commission to take a comprehensive review of taxi and private hire regulation in England and Wales. Obviously, it is a devolved matter in Scotland and Northern Ireland. We will be responding to the Law Commission’s report in due course.

[Louise Haigh]

Sheffield City Council believes that its tough policy on child sexual exploitation is basically useless because other taxi operators can license themselves outside Sheffield and then operate in Sheffield. Will the Minister meet me and other colleagues from Sheffield city region to discuss taxi licensing in relation to CSE?

[Andrew Jones]

I will be happy to meet the hon. Lady. I just point out that whatever licensing area a company is operating in, it has to ensure that a fit and proper person test is carried out, but I will be very happy to meet her.

[Daniel Zeichner (Cambridge) (Lab)]

May I also welcome the Secretary of State. He knows my city of Cambridge very well. We look forward to him coming to open the new railway station, which is long overdue. He also knows that Cambridge is full of people who think that prisoners should read books and that Britain should be in the European Union. I suggest that he brings a very hard hat with him when he comes.

We heard in an Adjournment debate raised by my hon. Friend the Member for Denton and Reddish (Andrew Gwynne) about the problems in the taxi trade and the procrastination and inaction over two years since the Law Commission report. Some months ago, the Minister told us that he was about to act, and yet in a written question to me a few days ago, he said that the Government have no plans to bring forward legislation in the current Session. How much longer will we have to wait?

[Andrew Jones]

That is a complex matter and we are working on it and through it, but we are already taking action on the key issue of child sexual exploitation in the taxi and private car sector by putting the guidance on to a statutory basis. We hope to be consulting on that as soon as the Policing and Crime Bill has reached Royal Assent.

[Daniel Zeichner]

What a striking contrast with the new Mayor of London, who has done more in a few weeks than his predecessor did in eight years, and more than that lot have done in six years. Does the Minister recognise the problem with cross-border licensing? As we have heard, there are councils in this country handing out licences like confetti. These vehicles are clogging up the streets of London and adding to congestion. How much longer will we have to wait until he takes the problem seriously?

[Andrew Jones]

The Government are clearly taking the issue seriously. I am aware of the actions taken by the new Mayor of London, but it is worth making sure that one gets those actions right; I understand that one of the operators has already won the right to a judicial review.

[Several hon. Members rose—]

--- Later in debate ---

[Sir Desmond Swayne (New Forest West) (Con)]

12. Whether he is taking steps to expedite the processing of requests to return driving licences which were withdrawn for medical reasons.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

The Driver and Vehicle Licensing Agency deals with around 600,000 medical cases each year. The vast majority of cases, 90%, are dealt with quickly and efficiently, but the other 10% are complex, often requiring consultation with several medical professionals. As each case is taken on its merits, that can take time, but we are aware of the importance of the issue. The DVLA has taken on more than 100 extra staff and additional medical advisers to handle cases.

[Sir Desmond Swayne]

If someone is cleared of their medical condition, it is very frustrating to have to wait a long time for the processing to be completed, so I am grateful for whatever the Minister can do.

[Andrew Jones]

I am acutely aware of how important this is for people. If some people lose their licence, they may also be losing their means to continue their careers. The DVLA is working on the matter by bringing in extra personnel and so far it has been successful: the average processing time last year was 53 days, and so far this year it is 38 days and we are working to reduce that even further.

[Mr Speaker]

The Minister felt a compelling need to read out part B of the brief, but we are grateful and we are better informed.

--- Later in debate ---

[Louise Haigh (Sheffield, Heeley) (Lab)]

T5. Clause 21 of the Bus Services Bill bans local authorities from forming their own bus companies. This policy went unmentioned in bus reform workshop documents and in any prior announcements. Will the Minister explain how this clause can possibly be reconciled with the Government’s so-called devolution revolution?

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

It is simply because the Government are giving more powers to local authorities to franchise services, and we were anxious that the powers to commission and provide were separated.

[Michael Fabricant (Lichfield) (Con)]

T4. Two out of three platforms at Lichfield Trent Valley railway station, which is on the west coast main line, are completely inaccessible to disabled people. First there was a plan to make them accessible; then we were told it was delayed. People in Lichfield—and, in particular, the Member of Parliament for Lichfield—are getting rather irritated about this. What is happening?

--- Later in debate ---

[Michelle Thomson (Edinburgh West) (Ind)]

A constituent of mine has raised concerns about the number of road accidents involving young people. The most recent research from Swansea University supports his case that young drivers aged between 17 and 21 are five times more likely to crash than drivers over 70. With this in mind, will the Minister agree to look at policies such as a graduated driver licensing scheme?

[Andrew Jones]

We want to strike the right balance between safety and freedom for young drivers, many of whom rely on their cars to get to work or to college. We are focusing on efforts to encourage learner drivers to be better prepared for the wonderful freedom that a licence provides, through the reform package on changes to the driving test. The consultation on that closed only a few days ago. I hope that the hon. Lady participated in it.

[Alec Shelbrooke (Elmet and Rothwell) (Con)]

Can my right hon. Friend confirm that the new proposals for the HS2 route to Leeds will still be published this autumn?

--- Later in debate ---

[Stewart Malcolm McDonald (Glasgow South) (SNP)]

What discussions is the Minister having with Vauxhall concerning its Zafira models that have been catching fire—over 300 of them in the UK alone—and will he agree to meet me and affected drivers later in the year?

[Andrew Jones]

The Driver and Vehicle Standards Agency is leading on this issue, on which it has met, corresponded with and continues to liaise with Vauxhall. There have been two safety recalls. I am very happy to meet the hon. Gentleman, but significant progress is being made on the issue.

[Mims Davies (Eastleigh) (Con)]

Missing for 25 years, the Chickenhall Lane link road is a vital piece of infrastructure for my constituency. It is backed by the Solent local enterprise partnership and the local council, and it was in July’s Budget book. Will the Minister meet me at a rectangular, round or square table to discussing bringing it forward?

[Andrew Jones]

Yes.

[Clive Efford (Eltham) (Lab)]

Will the Minister agree to invite all Members whose constituencies are served by Southeastern trains to the meeting with the hon. Member for Bromley and Chislehurst (Robert Neill)? Our constituents are suffering daily disruption to their lives, as a result of the poor performance of Network Rail and Southeastern, and we would welcome a meeting with him to bring that to his attention.

--- Later in debate ---

[Jim Shannon (Strangford) (DUP)]

Insurance for young drivers has become very expensive. One method that some insurance companies have put forward is the black box system, whereby they monitor people’s driving and reduce their costs. What steps have been taken with insurance companies to ensure that young drivers can take advantage of that system?

[Andrew Jones]

Such a system is already built into some companies’ pricing, because people get cheaper premiums if they accept some of the benefits that technology can provide. I have met the insurance industry, and will meet it again shortly, when I will raise the hon. Gentleman’s concerns.

[Mr Ben Bradshaw (Exeter) (Lab)]

Further to the Secretary of State’s inadequate reply to my hon. Friend the Member for Cambridge (Daniel Zeichner) on the deadly menace of mobile phone use, may I ask him whether he heard an expert say on the radio this morning that the use of mobile phones impairs drivers’ ability more seriously than drinking? Does he accept that a £50 increase in the already paltry fine is a totally inadequate response to this deadly menace on our roads?