HS2: Phase 2a Consultations

Andrew Jones Excerpts

Tuesday 13th September 2016 Written Statements

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

HS2 will be the new backbone of our national rail network and help us build an economy that works for all. Good rail links bring our country closer together, making it easier for people to get on and driving economic growth. That is why the Government are heavily investing in transport infrastructure, such as HS2, across the country. HS2 presents huge opportunities for UK business, and has the potential to increase the amount of freight transported by rail meaning fewer lorries on the roads, cutting congestion and carbon. The sooner we build HS2, the sooner we will see these benefits.

The Government remain committed to completing the full phase 2 “Y” network from Birmingham to Manchester on the western leg, and to Leeds, via the east midlands and Sheffield on the eastern leg. The decision to accelerate construction of part of the phase 2 route between the west midlands and Crewe—known as phase 2a—was taken in November 2015. This will mean that this section of the route becomes operational in 2027, so that some of the benefits of HS2 will be delivered six years earlier than originally planned.

Therefore, as part of our plans to prepare the HS2 phase 2a (west midlands to Crewe) hybrid Bill for introduction to Parliament next year, we have today launched the following consultations:

The Working Draft Environmental Impact Assessment (EIA) report;

The Working Draft Equality Impact Assessment (EqIA) report; and

A Design Refinement consultation.

Alongside the launch of these consultations, we are also publishing the revised EIA and EqIA “Scope and Methodology Reports” (SMR), which set out how the assessments will be undertaken, and the associated consultation response analysis documents.

The launch of these consultations is an important step towards delivering phase 2, and reinforces our commitment to continually trying to improve and refine the scheme. Importantly, we want to give those affected the opportunity to make their views known and provide further evidence to inform my final route decision.

Working draft Environmental Impact Assessment and Equality Impact Assessment Reports

HS2 Ltd has developed working draft EIA and EqIA reports for the phase 2a scheme, on which there will be an eight-week consultation. This will enable interested parties to comment on the current proposed design of the scheme, current environmental baseline, likely impacts and effects (where identified) and proposed mitigation measures.

The responses to these consultations will be considered as the design and assessment are developed and will help in the development of the formal EIA and EQIA reports. The formal EIA report will set out the likely significant environment effects of the phase 2a scheme, and will be deposited alongside the phase 2a hybrid Bill so it can be taken into account by Parliament before it decides whether or not to grant the powers to build the railway. The formal EqIA report will help us fulfil our public sector equality duty and is expected to be published when the hybrid Bill is deposited. Further information on these consultations can be found at: www.gov.uk/hs2.

Design Refinement Consultation

We are also consulting separately on a number of refinements to the route developed since November 2015. This consultation will last eight weeks, and enable me to take into account the views of those potentially affected before taking a decision on the refinements. Further information on this consultation can be found at: www.gov.uk/hs2.

Work on the design is continuing alongside these consultations which may lead to further changes being identified and decision taken. The full route will then be published when we deposit the hybrid Bill in 2017, at which point those affected will have an opportunity to comment on the formal EIA report. People specially and directly affected by the scheme will also have the opportunity to petition Parliament as part of the hybrid Bill process.

HS2 Ltd has today written to people living near the proposed route changes to inform them of the consultation and invite them to attend consultation information events in their local areas.

HS2 is a once in a generation opportunity to transform Britain’s railways, and I look forward to our continuing engagement in order to make it a reality and ensure that we maximise every opportunity it has to offer.

[HCWS143]

Garden Bridge

Andrew Jones Excerpts

Wednesday 7th September 2016 Commons Chamber

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

I congratulate the hon. Member for Vauxhall (Kate Hoey) on securing the debate on this important topic. I am sorry that I am not my noble Friend Lord Ahmad, whose responsibility this is in the Department for Transport, but I understand that a meeting has been arranged and that she will be seeing him shortly.

I recognise, as do the Secretary of State and all my ministerial colleagues in the Department, that the garden bridge is a subject that divides public opinion—it is dividing opinion tonight on Benches just a few feet away from each other. Its supporters argue passionately that it will be an iconic and beautiful addition to the London cityscape, while its opponents argue that it is an unnecessary eyesore and that no public money should ever have been put into it.

Let me start by explaining why the Government decided to support this iconic and novel project in the first place. The previous Mayor of London was approached some years ago with an idea for a completely new type of bridge: a footbridge that was also a park, and a place where people could cross the river as part of their journey or stop and enjoy the surroundings and wonderful views of London and the river. The Mayor and Ministers at the time considered that this could be an innovative and iconic project for our city, but they did not—they still do not—consider that the project should be wholly funded by the taxpayer. However, they agreed to help with some funding to kick-start the project and stimulate private sector funding. The then Chancellor of the Exchequer therefore announced in the 2013 autumn statement that the Government would provide £30 million towards the project as long as the Mayor contributed a similar amount, and as long as there was a satisfactory business case to show that the project would deliver value for money for the taxpayer.

The Garden Bridge Trust and Transport for London produced a business case in early 2014, which the Department for Transport analysed carefully in exactly the same way as it does for any transport project. The analysis showed that while it was a highly unusual project and one with a wide range of possible benefit-cost ratios, there was a reasonable chance that it would offer value for money for the taxpayer. We therefore agreed to release the £30 million of funding that had been pledged by the Chancellor, but importantly we attached several conditions to our funding, including a cap of around £8 million on the amount of Government money that could be spent on pre-construction activities, which was designed to limit taxpayer exposure in the event that the project did not proceed. A requirement was also included for TfL to draw up a detailed funding agreement with the trust governing how the money would be used.

Over time and in response to requests from the trust, the cap on the Government’s exposure was increased in stages to £13.5 million as circumstances changed and as it became clear that more money was needed to get the project to the point at which construction could start. The trust then asked the Government earlier this year to underwrite the project’s potential cancellation costs. Let me be clear that that was not a request for additional funding; instead, it was a request to be able to use some of the £30 million that we had already committed to pay the project’s cancellation costs should that be necessary. Without such an underwriting guarantee, the trust said that the project could not continue. After careful consideration, the Department agreed in late May to provide a time-limited underwriting guarantee but, again, with various conditions attached, including a requirement for the trust to provide more regular reports to the Department on the status of the project and the steps that it was taking to address the risks.

Over the summer of this year, as a result of further delays to the construction timetable, the trust asked whether the underwriting guarantee could be extended beyond the September deadline. The Department agreed last month that it could, but in such a way that the risks are more fairly shared between the Government and the bridge’s private sector backers. To be precise, the Government will now underwrite £9 million of the cancellation costs, should they arise, with the private sector required to underwrite any such costs above that level. The Government therefore continue to support the project and wish it well, but we have made it clear to the trust that not only public money should be at risk should the project fail.

The challenge now for the trust is to focus its efforts on getting private sector backers to take on some of the risk. We have also reiterated that the Government have no intention of putting more than the £30 million originally pledged into the project—that is a cap.

[Peter Dowd]

Will the Minister tell us whether the first tranche of the cancellation costs will be picked up by the taxpayer or by the private sector?

[Andrew Jones]

My understanding is that it would be a joint undertaking, but I will check the detail of any financial arrangements and report back to the hon. Gentleman.

As I was saying, the bridge must be predominantly funded by the private sector. As things stand, at least two thirds of the funding will come from private donations.

I understand that there are many concerns about the project, some of which I will talk about. The hon. Member for Vauxhall has already articulated a number clearly and in detail. The Garden Bridge Trust was set up in 2014 to manage the construction of the bridge. This experienced group of trustees has complete control over development and fund raising. The Department for Transport and TfL speak to the trust regularly to discuss progress and concerns. A significant amount of work has already been achieved on this complex project, which involves many different interested parties, and a huge amount of progress has been made. The land must be secured, permission to use the river obtained, and all necessary land planning conditions secured. A large ship, HQS Wellington, will also need to be moved. Those are all complex tasks that will take some time to achieve. There is still much work to be done before construction can start, but most issues are expected to be resolved soon.

[Bob Stewart]

The Minister might not know something that I became aware of today. A considerable part of the constituency of the hon. Member for Vauxhall (Kate Hoey) on the South Bank—a tree-lined avenue—will have to be demolished. The question therefore is: are we going to lose a tree-lined avenue, and will that be the equivalent of what we are going to get on the garden bridge?

[Andrew Jones]

I thank my hon. Friend for his intervention. The hon. Member for Vauxhall said that 29 trees would be removed, but the Garden Bridge Trust would argue that they would be more than replaced by the increased number of trees that would be part of the planting.

I am aware that many concerns have been raised about the bridge, and who would be able to use it and when, so let me clarify some points. While the bridge will principally be a footbridge, it will be open to all, although cyclists will be asked to dismount when crossing it. That is consistent with other footpaths in this area, such as those along the South Bank, and is simply to ensure the safety of pedestrians.

[Kate Hoey]

The Minister might be aware that the Ramblers, an organisation that is not known to oppose anything that will help people to be able to walk, has made it clear that it opposes this, because one condition of going on to the bridge will be that people will not be able to be led in a group, so it would not be able to take its groups across the bridge. Many different conditions have been put in place. This is not just going to be a garden or a bridge, and it certainly cannot be called a garden bridge.

[Andrew Jones]

I was aware of the Ramblers’ objections, but the bridge is certainly planned to be open to all. It will include step-free access and there will be no charge to use it. I am aware of a media report that there will be bans on large groups, but I understand that that is not correct, although they will be encouraged to phone in advance to find out the best times for a large group to visit. There is no ban on large groups. The bridge will be closed at midnight, in line with local attractions and transport facilities. Again, that is consistent with other parks in London, although some of them close earlier, at dusk.

There will also be some days, or parts of days, when the bridge is closed. These days will be limited. The purpose will be to ensure that income can be generated to ensure that the maintenance of the bridge is self-funding. There will be a maximum of 12 of those days through the year. There are concerns about the use of the land on the South Bank, which have been clearly articulated in the House, and I certainly sympathise with residents’ concerns about the loss of some of the trees in this area. However, the Garden Bridge Trust plans to plant more than 270 trees on the bridge, as well as thousands of bulbs and plants, to create a tranquil place, which I hope would be used by residents in the area.

I understand the concerns that the hon. Lady has clearly articulated about how the trust is being run, how public money is being spent and how much transparency there is around this project, but there have been several reports on and investigations into this project. The London Assembly has reviewed the procurement process, the National Audit Office has reviewed the project and is currently reviewing the Department’s grant control measures, and the Charity Commission is looking at how the trust is run as a charity. We have never sought to make any secret of these investigations. I can go further by saying that the fact that they have taken place demonstrates the robust scrutiny that has been applied to this project to ensure it is being run properly and that we get the best value for money for the taxpayer.

[Kate Hoey]

None of this scrutiny would have taken place just because the NAO decided to do it. These things have happened because local people, local councillors, myself and others who are campaigning were so concerned about what was happening that we asked the NAO and Greater London Authority members to investigate. The investigations are still going on, so this has not been completed. The fact that this is being investigated is not any sign that there are not huge problems, and I think that all sorts of things will emerge when the process is finished.

[Andrew Jones]

I recognise that there are many questions to answer, but the idea that this project has not had scrutiny at local council, London Assembly or national body level is not quite fair. The procurement process itself has certainly been reviewed, and no significant faults found with it. The hon. Lady mentioned that the trust has not published its accounts, but the trust has made lots of information about its expenditure public on its website. The trust has a funding agreement with TfL, which is available online, and it will be publishing its annual report and statement of accounts later this year.

[Stephen Pound]

I am extremely grateful to the Minister for giving way. I must say that Earth has nothing to show more fair than the view from some of London’s bridges. Does he not agree that, over the years, London’s bridges have had houses, markets and shops on them? People have traded on them. They have been not just thoroughfares or tarmac arches in the sky, but glorious and marvellous examples of how to live, work and sell in the space above the river. Can the Government not be a little bit more proactive and positive and say that this is going back to one of the great glories of our city when there were occupied bridges and floral arches from one bank to the other—what a marvellous vision? I urge the Minister to articulate his views more strongly.

[Andrew Jones]

I would always struggle to match the oratorical flourishes and style achieved by the hon. Gentleman. I certainly agree that, when we see magnificent bridges around the world including in London, they are inspiring sights. I recognise entirely his wise words about the views from London bridges. As one looks up and down the river, the views are positively marvellous. Whether they are the best views in the world is a little open to question. I suggest that some of those could indeed be in the Harrogate area.

We all have our individual favourite views. We have had interventions and speeches across the House this evening with people championing particular transport investments in their areas. Everybody here has projects that they wish to see progress locally, but I hope that no one doubts the Government’s commitment to investment in transport. It is very hard to play off one scheme against another for comparison purposes, as we would be comparing different modes of transport in different regions. The bottom line is that Members are always right to speak up for their areas. Like my hon. Friend the Member for Plymouth, Sutton and Devonport (Oliver Colvile), who is no longer in his place, they are also always right to speak up for hedgehogs.

[Diana Johnson]

The scheme to which I referred in Hull—electrifying the train line—involved private sector money. It was not going to cost the Treasury or the Department for Transport; the money was there from the private sector, yet the plan has been sitting in the Department for two years waiting for a decision.

--- Later in debate ---

[Andrew Jones]

I understood the hon. Lady’s point. All I can say is that some projects are very complex as they have a mixture of public and private finance, and in some cases, it takes a very long time to get projects out of the development phase and into construction. That is a comment not on the individual project that we are talking about here, but on projects overall.

In conclusion, although I recognise and understand the concerns raised by the hon. Lady and other Members in the House today, the garden bridge is a unique and exciting project. The hon. Member for Ealing North (Stephen Pound) has asked whether I could be much more euphoric in my language. Well, it is certainly an opportunity to showcase the ambition, creativity and talent that exist in this country. We see it in so many examples, and transport is one area in which we lead the world.

[Kate Hoey]

The Minister has said very little about some of the important criticisms that I made of the procurement process and the fact that scrutiny from City Hall was done by a company that was involved with the garden bridge. Can he tell us, in the secrecy of this Chamber, that he has no concerns about some aspects of the project? If, as we hope, the bridge project fails, will he lose any sleep?

--- Later in debate ---

[Andrew Jones]

I see this as a project that could well enhance this magnificent capital city. It has to be done correctly. I have not been involved in the process up to now. As the hon. Lady knows, the Minister who was responsible is my noble Friend Lord Ahmad. Would I lose sleep over it? Well, if it is done correctly, it could be an opportunity to enhance what is already a wonderful part of our wonderful capital.

I see many examples around our country where people are a little cautious, perhaps a little sceptical, about projects, but sometimes when those projects come to fruition or start being built, people row in behind them and realise just what they can be. This could well be one of those cases. I hope we will have a project to show that London is a thriving, creative, bustling, ambitious city with all the talent in the world. It will show that London is open for business, and the Government wish it every success.

Question put and agreed to.

South Manchester Transport Infrastructure

Andrew Jones Excerpts

Wednesday 13th July 2016 Westminster Hall

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

It is a pleasure to serve under your chairmanship, Mrs Main. I start by congratulating my hon. Friend the Member for Cheadle (Mary Robinson) on securing this debate. Transport is hugely important to Greater Manchester. We agree entirely that it is essential for growth and we are, as she said, investing significantly in it. Through our devolution deals, we are putting Greater Manchester at the heart of the northern powerhouse.

As my hon. Friend knows, we are committed to creating a northern powerhouse, which is effectively about rebalancing our economy. It is part of a much broader national long-term plan. We have created Transport for the North to be a key partner and delivery body within that agenda. Its job will be to develop and drive forward transport plans to support the economic growth of the north. In terms of capital expenditure, we will invest £13 billion in this Parliament to better connect the region so that northern towns and cities can pool their strengths and create a single economy. From being a fragmented economy, it will become a much more cohesive one that is more than the sum of its parts.

I agree entirely with my hon. Friend: this is an exciting time for Greater Manchester. There is no question about that. Greater Manchester is at the heart of an exciting agenda. It is a centre of innovation, education, industry and culture. Its local enterprise partnership describes it as the fastest growing economy outside London and Europe’s most competitive business location. South Manchester, with its key assets such as Manchester airport and Stockport, is obviously right at the heart of the region’s success.

My hon. Friend was broad in her sweep of transport in the area, and I will try to match that and then focus on some of the local points that were made. Manchester airport is the UK’s third largest airport. It employs 20,000 people, indirectly supports a further 25,000 and contributes £1.8 billion annually to the economy. That is a fantastic record. In addition, the £650 million airport city enterprise zone promises to create between 7,000 and 13,000 jobs. The airport announced its £1 billion transformation programme last June, through which it will employ more people and create more wealth in the area. The airport’s success is tremendous news for the north as a whole and in particular for Greater Manchester and my hon. Friend’s constituents. However, transport infrastructure needs to be in place to support that growth. People need to be able to get to the airport to benefit from it.

The south-east Manchester multi-modal strategy, or SEMMMS, highlighted the significant problems experienced in south Manchester. The proposed solutions have sat on the shelf for years, including the A6 to Manchester airport relief road. I am delighted that we have been able to support that important scheme, which brings significant benefits to the residents of the areas where traffic will be reduced, to those who will be able to access Manchester airport much more easily and to all those who will benefit from the economic growth that the scheme will bring across the area. Our support for the scheme shows that we are serious about working with local partners, because a partnership has brought the scheme to fruition. The overall budget is well over £200 million, but the Department’s contribution is £165 million or so. It is a proper partnership that shows we are serious about engaging with local partners to deliver the world-class transport network that the area requires.

My hon. Friend mentioned the strategic road network. The road network is under pressure in Manchester, because of a growing population and growing economic activity. We are investing £1.5 billion in the north-west in our road investment strategy, which will deliver the biggest increase in capacity since 1971. That includes an upgrade to the strategic roads serving south Manchester. Work is under way to deliver the smart motorway upgrade for the M60 junction 8 to M62 junction 20, and the A556 Knutsford to Bowdon scheme, which will improve the main southern access to Manchester. Further work is planned to upgrade the M60 to a smart motorway between junctions 24 and 4, and to upgrade the M56 to a smart motorway between junctions 6 and 8. In addition, my Department has an ongoing study on the case for building a trans-Pennine tunnel, which is potentially a transformational project. It has been long discussed in the north, as the hon. Lady knows—for decades. We are investigating the potential for that transformational new connection between Manchester and Sheffield. A study on the M60 north-west quadrant is looking at improvements that could benefit the area and the whole M60 route.

My hon. Friend the Member for High Peak (Andrew Bingham) never misses an opportunity to highlight the extreme importance of developing the trans-Pennine links. As ever, we are in full agreement on this issue. He is right to champion them and our commitment has not wavered.

We are starting the process for the second road investment strategy, which will be for the period post-2020. We are trying to make it a much more open and locally driven procedure. Contributions are coming in from local highways authorities, local councils, local enterprise partnerships and Transport for the North, and they will help to determine the priorities for the strategy. I have written to colleagues, as have Highways England, so that the in-depth knowledge that MPs have of the area, its problems and the potential for future development can inform the process and make it as good as it can be.

Rail in the area is obviously fundamentally important as well. We have the biggest programme of railway modernisation under way since the reign of Queen Victoria. The north of England rail infrastructure upgrade programme will transform rail travel in the region. Work has begun and we are already seeing some real progress. In 2013, we saw the first phase of north-west electrification, enabling electric trains to run from Manchester airport to Glasgow. In 2014, we knocked 15 minutes off the fastest journey time between Liverpool and Manchester, and in 2015, we completed the electrification of the railway between Liverpool and Manchester, and Liverpool and Wigan. I have been to see the progress made, have experienced the benefits, and have spoken to some of the train operating company’s team working there, and some passengers. It has been very well received. But of course there is much more to be done.

Our programme of more than £1 billion includes a substantial electrification programme and other track, station and signalling improvements, to increase capacity and the number of services, making journeys faster and more reliable. The transformative new TransPennine Express and Northern Rail franchises will deliver high-quality services for passengers. For south Manchester, that will include a significant increase in the capacity into Manchester in the morning peak and more seats on TransPennine Express trains; more trains to a range of major destinations right across the north; new and refurbished trains offering significantly enhanced passenger benefits; and—this has caught people’s attention more than any other element of the announcements—the outdated Pacers will go. They will go from the north’s railways by 2019, to be replaced with significantly upgraded trains. I know the frustration that people have with the Pacers; they also serve my own line and I use them on a weekly basis.

My hon. Friend the Member for Cheadle made a good point that it is not just about rolling stock or infrastructure—we need station enhancements too. That is clearly a priority. Disability access is a top priority for the Department, as part of the access programme. The Department is producing an accessibility action plan, which will be published later this year, and will focus on how we can make the public transport network much more friendly for everybody within our communities. It is worth highlighting that Northern has committed to spend more than £30 million on station upgrades across the franchise over the coming years. That might address some of my hon. Friend’s concerns about Cheadle Hulme station. My hon. Friend the Member for Hazel Grove (William Wragg) is right: friends groups play a great role in being champions for their stations and making them open, friendly, informative places that people go to rather than scuttle through in a hurry, as they might have in the past.

We must mention HS2, which will be a huge boost to Manchester and the surrounding area. It will bring jobs, growth and regeneration opportunities. A station at Manchester airport will help bring those benefits to the constituency of my hon. Friend the Member for Cheadle, as well as to many other constituencies in the area. It will provide additional connectivity for the region, allowing passengers to access the high-speed rail network without first travelling into central Manchester. I agree with my hon. Friend’s request for urgency. It is an important scheme, which is critical to the Government’s programme, and we do not want to see any delay.

Local transport was a key part of my hon. Friend’s contribution. She clearly identified the pressure that the local highway network is under in south Manchester. There has been some investment to address that, but it is a significant challenge. Measures to improve traffic flow on the M60 at junctions 1, 3 and 4 are underway, as is work on the traffic signal control at the junction of the M60 and the A34.

Moving on to public transport, improvements at Cheadle Hulme and Hazel Grove railway stations are under way, as are priority bus routes into central Manchester. Metrolink has been extended to Manchester airport, where a third rail platform has just opened. New transport interchanges have been built at Altrincham and Wythenshawe. Some £115 million from the local growth fund is being invested to improve transport access in Stockport town centre. It is a very exciting time to be involved in public transport in Greater Manchester.

There are clear pinch points. The junction of the A34 and the A560, as highlighted by my hon. Friend, is a well-known problem. I understand that she met recently with a former colleague, the interim mayor Tony Lloyd, to discuss that junction. I am sure she will be aware of the A34 corridor plan being developed as part of a wider refresh of the south-east Manchester multi-modal strategy. Although I share her sense that this is a priority, it is a local network and local decision. She must therefore work closely with local partners to ensure that they are aware of the concerns and bring forward robust proposals to tackle the congestion. It is well known not just in her own area, but beyond. I will make sure that officials from the Department for Transport keep in touch with that work as it develops and inform me of progress so that I can see what is happening.

We have covered a lot of ground, and have not even got to the Bus Services Bill, which is an opportunity for change in the bus market. The Bill is about to have its third day in Committee in the House of Lords, and will head to our place shortly, I hope. Greater Manchester has said that it is keen to explore franchising options. The Bill will include powers to enable local authorities to have greater input and control over the bus market. Buses are part of the future of public transport. They are underestimated and underinvested in, but my hon. Friend was right to highlight their importance. They are essential to deliver the heavy lifting of our public transport system, as well as air quality improvements in our towns and city centres. The Bus Services Bill is very interesting.

We are investing heavily in transport across the UK, but especially in the north as part of our initiative to drive the northern powerhouse. That work is taking place right across modes of transport. We are seeing significant, record-breaking levels of investment and the Department is working in partnership with local bodies, especially Transport for the North, which we will put on to a statutory basis within some months, to make sure that the plans reflect local need, and that we deliver the transport for the area required to make the economy thrive for the future.

Question put and agreed to.

Electric and Hybrid Electric Cars

Andrew Jones Excerpts

Wednesday 6th July 2016 Westminster Hall

[Neil Parish (Tiverton and Honiton) (Con)]

I beg to move,

That this House has considered electric and hybrid electric cars.

It is a great pleasure to serve under your chairmanship, Mr Turner. It is great to see the Minister, who I am sure is very interested in electric cars.

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

I am.

[Neil Parish]

I look forward to having electric cars running all along the A303 and A30, with that road, along with the A358, completely dualled—that is an aside for the Minister, but I am sure he has already got the message.

The electric and hybrid electric car market is booming in the UK, with the number of hybrid electric cars increasing by 31% and the number of electric cars by 52% in the past year alone. Electric vehicles decrease emissions, reduce noise pollution and, critically, can help to dramatically improve air quality in our city centres.

--- Later in debate ---

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

I congratulate my hon. Friend the Member for Tiverton and Honiton (Neil Parish) on securing the debate and on imaginatively including the dualling of the A358, the A303 and the A30 in his speech. It is great to see the level of enthusiasm for electric vehicles. They can deliver a huge environmental benefit for our country and secure the future success of one of Great Britain’s great leading industries. That is why we are committed to positioning the UK as a world leader in electric vehicle uptake and manufacture.

As colleagues have articulated, electric vehicles deliver many benefits. We are all aware of the air quality challenges in our towns and cities. We will introduce clean air zones in five cities to urgently tackle the worst locations, encourage greener transport and introduce targeted access charges where necessary. We have already seen some changes made by the new Mayor of London, such as the ultra-low emission zone.

[Sir Greg Knight]

Will the Minister give way?

[Andrew Jones]

I am under extreme time pressure. If I have any time, I will come right back to my right hon. Friend.

The UK is not alone in addressing the environmental impacts of road transport. Action is taking place on a global basis to compel manufacturers to bring forward an increasing choice of cleaner and more efficient vehicles, to meet growing consumer demand and expectations. Our automotive sector has a great history of innovation, and we are seeing some of that now. With the help of a strong domestic market, we are in a great position to benefit from global demand for electric vehicles as the transition takes hold in the coming years.

A number of Members have mentioned the referendum. Let me be clear that our determination on electric vehicles and standards is not in any way changed by the result of the recent referendum. The drivers of transition to zero emissions are global in nature and will continue to apply regardless of our place in Europe.

The benefits of electric vehicles include securing the manufacturing of the future and health benefits. Let me run through the actions that we are taking. In our manifesto, we committed to the goal that by 2050 nearly every car and van on our roads should be a zero-emission vehicle. That will require all new cars and vans on sale to be zero-emission by around 2040. We have in place one of the most comprehensive support packages anywhere in the world, with committed funding of more than £600 million in this spending review period. Progress to date puts us in a very encouraging position. Vehicles that used to be exotic are now considered commonplace on our streets. In total, about 28,000 ultra-low emission vehicles were sold in the UK last year, which is more than in all the years since 2010 combined. We have had more than 70,000 claims for our plug-in car and van grants. I am particularly pleased that many of those vehicles are manufactured by Nissan at its Sunderland plant, which last year produced 20% of all electric cars sold in the EU.

A number of colleagues have spoken about the importance of charge points. There is an ever-expanding network of charge points for electric vehicle drivers. We have more than 11,000 public charge points, including 850 rapid charge points—the largest network in Europe.

I note the comparisons with Norway. Norway’s record is very impressive, and we work with the Norwegians and other leading markets. Our £40 million city scheme will introduce some of the measures that have been mentioned, such as bus lane access, free parking and rapid charging hubs. It is also worth noting that Norway has very high levels of vehicle taxation, which I am not generally in favour of. Many colleagues have spoken about that today.

There are 60,000 domestic charge points, which offer the cheapest and easiest way to charge up. Latest statistics suggest the average distance to the nearest charge point is just over 4 miles in Great Britain. I want to increase that density and reduce the distance even further.

One of the most important measures in support of electric vehicles is the plug-in car grant scheme, which provides a direct discount to consumers on the cost of an eligible plug-in car or van.

[Barry Gardiner]

On that point, will the Minister give way?

[Andrew Jones]

No, I am running short of time.

The grant currently stands at £8,000 for vans, £4,500 for pure electric vehicles and £2,500 for plug-in hybrids. We are spending at least £400 million on the scheme in the current spending review period, and with further incentives through the tax system, there are clear financial benefits to assist consumers with the up-front costs of electric vehicles.

The initial provision of charging and hydrogen refuelling infrastructure for electric vehicles, which many Members have spoken about today, is also something with which the Government must assist. Continued growth is possible only if the public have confidence in the infrastructure network. As my hon. Friend the Member for Wells (James Heappey) and the hon. Member for Strangford (Jim Shannon) asked, what comes first, the car or the charge point? It is neither—we have to do both. That is the Government policy: doing both in parallel, to address the consumer concern. Drivers expect reliable, affordable, available and easy-to-use infrastructure.

The good network that we have in place has already been supported with more than £30 million of investment in public charge points since 2011. The electric vehicle homecharge scheme offers drivers £500 towards the cost of a private home charge point. There are public charge points in Parliament and two charge points in Downing Street. The ministerial fleet was mentioned. There are four UK-built Nissan Leafs in that fleet and many more across the public sector, and an initiative is in place to increase that number.

Highways England has a £15 million budget to ensure that there is a charge point every 20 miles across 95% of the strategic road network, which should be a rapid charge point if possible. As vehicles’ ranges increase and infrastructure provision grows, it will be increasingly easy to travel the length and breadth of the UK in an electric vehicle.

Hydrogen vehicles have been mentioned. It was interesting to see the Riversimple vehicle, brought to Parliament in partnership with my hon. Friend the Member for Brecon and Radnorshire (Chris Davies). I had previously met representatives of the business at the London motor show. We are technology-neutral and I see hydrogen fuel cell electric vehicles playing an important role in decarbonising road transport. Because we are technology neutral, I prefer to talk about ultra-low emission or zero-emission vehicles rather than electric vehicles. The Government are providing £5 million to help develop 12 hydrogen refuelling stations to support the roll-out of fuel cell vehicles. All 12 stations are being commissioned this year and will provide a significant step in the refuelling network.

Working with eight leading car manufacturers, our “Go Ultra Low” communications campaign has started to address the attractiveness of these vehicles. Nobody has mentioned that they are quite fun to drive. The driver puts their foot down and there is power; there is no delay. That is a key part of the attractiveness message.

Our agenda is about tackling the infrastructure, providing incentives to purchase and communicating the benefits. Colleagues have raised many questions, including about duty. Mercifully, that is a question for the Treasury, but I will highlight Members’ concerns. These issues are being discussed at cross-departmental groups, particularly with the Department of Energy and Climate Change, because it is clearly understood that we only really see the benefits of moving to electric vehicles if we have sustainable power generation.

There are benefits that can be brought by different parts of local and national Government, including the “Go Ultra Low” city schemes—I am visiting Milton Keynes tomorrow. It is not a question of local government or national Government. It is a question of partnership, and using all our available levers to deliver these fantastic products.

I hope I am as enthusiastic about this agenda as colleagues have been throughout this debate, which has been great to see. This is an important part of our transport mix. We can see what the future looks like: it is connected and autonomous vehicles powered by electric motors. We can see the benefits to the public in air quality, cost and congestion. I want those benefits to come to people in this country as quickly as possible, which is why we have an attractive and powerful set of initiatives to deliver that.

Question put and agreed to.

Resolved,

That this House has considered electric and hybrid electric cars.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 30th June 2016 Commons Chamber

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

Ministers have had no discussions with representatives of Nottingham City Council on the use of the income from its workplace parking levy scheme, but officials from the Department have been in contact with officials from Nottingham City Council.

[Mr Allen]

Devolving power to the city of Nottingham by enabling it to have a workplace parking levy has led to Nottingham having the biggest fleet of electric buses in Europe, to the redevelopment of the Nottingham rail station and to tramlines being introduced in Nottingham, and those have now been extended. Will the Minister come to Nottingham to see these developments and to discuss with the city council how a shortfall in EU funding will be made good so that these things can continue?

[Andrew Jones]

I agree that this is a very buoyant time—a positive time—for public transport in Nottingham. The workplace parking levy raises between £8 million and £9 million a year, and it does indeed contribute to the tram system. However, the coalition Government agreed to provide £371 million towards it, so many of the enhancements we see come from central Government. I would be delighted to go to Nottingham—they are doing a very good job there—and would happily discuss the funding arrangements.

[Sir David Amess (Southend West) (Con)]

4. What assessment he has made of the adequacy of the amount of railway rolling stock.

--- Later in debate ---

[Jessica Morden (Newport East) (Lab)]

6. When he expects a decision to be made on post-concession arrangements for the Severn bridges.

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

The UK Government are committed to the continued successful operation of these vital crossings. The Government plan to consult this autumn on the proposed halving of tolls—which would represent a massive saving for users—as well as other options, including free-flow tolling.

[Jessica Morden]

I thank the Minister for attending the recent meeting in this place with the Freight Transport Association to discuss the future of the Severn bridges. I know that there is to be a consultation, but there is real concern about the issue, especially now that the bridges will continue to be seen as a cash cow for the Government. May I reiterate that we want the bridge tolls to come down further and an assurance that when they return to public ownership they stay that way?

[Andrew Jones]

I very much enjoyed that meeting and hearing the views of businesses in Wales and of Welsh Members. The concession will finish when £1.029 billion is returned from tolls to the public purse. We expect that to happen sometime in early 2018. We are working on the plans that will follow that transition. We will consult more broadly, but I entirely agree that keeping the tolls low will help businesses in the area.

[Mrs Madeleine Moon (Bridgend) (Lab)]

I have a large number of haulage and private contract hire companies in my constituency, many of which trade across the whole of the UK. They are very concerned that the consultation is not just a paper exercise and that the Minister is listening. Once the tolls have paid off the cost of the bridge, will he consider handing it over to the Welsh Assembly to manage?

[Andrew Jones]

The bridges are primarily in England, so that is an interesting Welsh land grab. As regards listening to the voice of businesses, if I was not listening to the voice of business, I would not have attended the meeting that was arranged by the hon. Member for Newport East (Jessica Morden) with the Freight Transport Association.

[Deidre Brock (Edinburgh North and Leith) (SNP)]

7. What recent discussions he has had with the Home Secretary on border controls at air and maritime ports.

--- Later in debate ---

[Andrew Rosindell (Romford) (Con)]

18. What recent assessment he has made of the condition of local roads.

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

The Department published its latest assessment in March 2016. This assessment shows that local classified roads are improving, with fewer local classified roads that should be considered for maintenance. But there is still much to do, which is why the Government have committed record levels of investment, over £6 billion, to highways maintenance up to 2021, as well has having a pothole action fund totalling £250 million in this Parliament.

[Andrew Rosindell]

I thank the Minister for his reply, but is he aware of the significant difficulties my constituents face travelling east from Romford due to the congestion caused by the roundabout and flyover at Gallows Corner? At peak times, this roundabout can cause complete gridlock in parts of my constituency. Will he raise this matter with the Greater London Authority and work with the Mayor of London to organise a new road layout? That would be a great relief to the local constituents in Romford and throughout the London Borough of Havering.

[Andrew Jones]

This is a matter for Transport for London, because it is part of the local network. TfL consulted on proposals earlier this year in respect of road safety improvements at Gallows Corner, but my hon. Friend makes an extremely important point. I would be very happy to take this up with the Mayor and TfL. I suggest that the most helpful way forward would be for both of us to continue to do just that.

--- Later in debate ---

[David Rutley (Macclesfield) (Con)]

T4. What assessment has been made of the importance of transport improvement and infrastructure projects to the success of the northern powerhouse? Will my hon. Friend provide an update on progress?

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

Transport is vital for creating the northern powerhouse, connecting northern regions and supporting jobs, which helps to rebalance the UK economy. Work towards delivering an improved, integrated transport system is well under way. In 2014, we created Transport for the North and we have committed to spending a record £13 billion on transport in the north.

[Calum Kerr (Berwickshire, Roxburgh and Selkirk) (SNP)]

T6. Since it was reopened by the Scottish Government last year, the Borders railway has been a remarkable success. In the first six months of its operation, passenger forecasts were exceeded by 22% and the Scottish Government have committed to a feasibility study on restoring the line to its historic route to extend it to Hawick and Carlisle. What dialogue has the Secretary of State had with the new Scottish Transport Minister on the matter and does he support the principle of a new cross-border rail connection?

--- Later in debate ---

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

What is the Department doing to ensure that the pothole action money is being efficiently spent and to ensure best practice?

[Andrew Jones]

The pothole action fund has a budget of £250 million across this Parliament. The first allocation has already been made this year. It has been allocated to councils according to the number of highways for which they are responsible. We are looking at how we can make the fund as efficient as possible but the key thing is that we are backing local authorities to improve the quality of their local road network.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

T9. I have previously highlighted the predicted 45,000 shortage of HGV drivers in the UK. That is only going to get worse after Brexit because many agencies already rely on EU citizens to supply HGV drivers. When will the Government commit to looking at the cost benefits of providing grants for companies to put people who are unemployed through HGV training?

--- Later in debate ---

[Robert Flello (Stoke-on-Trent South) (Lab)]

I very much welcome the statistics showing that road improvement and road safety are getting better, but those statistics mask what is really happening with all-lane running. The Transport Select Committee has produced a report, published today, which shows the disingenuity going on in the statistics. What we are looking for is the Minister’s acceptance that all-lane running is dangerous and that we need to do something about it.

[Andrew Jones]

I am aware that the Transport Select Committee has published a report this morning, but I have not yet had a chance to read it fully. The point about our smart motorways is that they are designed to add capacity to our network without compromising safety. The evidence from the first all-lane running schemes on the M25 show that the busiest journey times have almost halved, the number of collisions has reduced by almost a fifth and casualty rates are down by 21%. Obviously, safety is a priority. I will read the report with much interest.

[Huw Merriman (Bexhill and Battle) (Con)]

Does the Minister agree that improvements on our railways will be made only if the unions move into the current century, embrace new technology and stop playing politics with passengers?

--- Later in debate ---

[Tom Pursglove (Corby) (Con)]

Investment in the Chowns Mill roundabout and the dualling of the A45 are important priorities for people in east Northamptonshire, and they are part of the road investment strategy. Will the Secretary of State do all that he can to ensure that they are delivered as early as possible, given that they are so desperately needed?

[Andrew Jones]

I fully recognise the importance of those schemes to my hon. Friend and his constituents. We are working to ensure that all our road investment strategy schemes are delivered as soon as possible, but I will keep him informed of progress.

Aviation Noise

Andrew Jones Excerpts

Wednesday 18th May 2016 Commons Chamber

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

Thank you, Mr Speaker. It is not very often that my middle name gets a mention—good research.

I congratulate the hon. Member for Livingston (Hannah Bardell) on securing this debate on an independent aviation noise body, and on the work that has clearly been going on locally by so many different people and bodies involved in the process. She will have noticed that I am not the Minister with responsibility for aviation—the Minister of State, Department for Transport, the hon. Member for Scarborough and Whitby (Mr Goodwill), is away representing the Government at an international aviation conference—but she has asked to meet him and, on his behalf, I am quite sure I can guarantee to put that in his diary. While he is away representing our country in a noble fashion, I am happy to fill his diary.

The hon. Lady has asked many detailed questions, and the answers to some of them will be clear from my speech this evening. If there are other questions, I will ensure they are picked up from Hansard, and the Department will write to her so that she can have detailed answers.

The Government are acutely aware that noise is a major environmental concern around airports. We also understand that aviation noise is an issue of trust between communities and the aviation industry. As a result, we are considering policies very carefully. We acknowledge that there is growing evidence that exposure to aircraft noise can adversely affect people’s health. We closely monitor research in this field and relevant robust evidence is incorporated into the policy appraisal process. As set out in the aviation policy framework published in 2013, our overall policy is:

“to limit and, where possible, reduce the number of people in the UK significantly affected by aircraft noise.”

The creation of an independent aviation noise body was recommended by the Airports Commission in its report on new airport capacity in the south-east of England. The commission made this recommendation in its interim report and then reaffirmed it in its final report published in July last year. It recommended that the noise body should provide statutory advice to the Secretary of State regarding: proposed changes to noise preferential routes, the proper structure for noise compensation schemes, and that it should work with communities affected by development to create a balance between aviation growth and noise control.

I will make this point regarding balance now and then come back to it later. The Government are committed to ensuring that a proper balance is struck between the development of the aviation industry, the legitimate and valid concerns of the communities that are affected, and the environmental concerns that arise from a growing and strengthening industry. I understand, and the Government recognise, that the levels of trust from communities in industry bodies such as airports and NATS differs considerably across the country. It is important that any proposed noise body focuses on enhancing and bolstering those relationships, but does not introduce any unnecessary bureaucracy. It is clear to me that a noise body, as proposed by the Airports Commission, could indeed help to facilitate the strengthening of relationships between communities and industry. However, a noise body should not attempt to interfere where strong and trusting relationships between communities and industry already exist. It would need to make sure that it struck the right balance between community concerns and the legitimate needs of industry.

As hon. Members will be aware, my right hon. Friend the Secretary of State for Transport made a statement to the House on 14 December last year on airport policy and the Government’s response to the commission’s report. In the statement, he set out the Government’s acceptance of the need for additional runway capacity in the south-east. However, before making a decision on the preferred option at either Heathrow or Gatwick, he made it clear that a package of further work is required. In addition, as I mentioned earlier, we have been considering our policies in the area of noise and airspace more generally. My Department plans to publish a consultation on national airspace and noise policy, which will include the potential role of a noise body. Department for Transport officials have engaged with stakeholders and are working through the details of the functions envisaged for a noise body. It is expected that this will be consulted on by the end of this year. The creation of a noise body is among one of the most important things that needs to be considered. The Government are fully aware of calls from MPs, the public and aviation stakeholders on the establishment of such a noise body. We will consider carefully the arguments put forward before making a final decision.

The use of UK airspace is not a devolved matter and the Civil Aviation Authority is the UK’s aviation independent regulator. However, we will continue to engage fully with the Scottish Government in developing proposals on national noise and airspace matters, and a possible noise body. The use of airspace is a UK matter, but environmental issues, including noise, are devolved matters. Edinburgh airport’s noise plan, required under European Commission legislation that sets how the airport will minimise the impact of noise, is required to be adopted by Scottish Ministers. The hon. Lady’s constituency, Livingston, lies approximately seven miles west of Edinburgh airport and will be impacted mainly by departure noise. As she is well aware and made clear in her speech, the airport, in conjunction with NATS, carried out a departure trial last year at Edinburgh airport. The trial was one of a series that airports, with the support of the CAA, have been undertaking to assess the practicable implications of the use of the primarily satellite-based navigation, known as performance based navigation. PBN has been mandated for use across the EU by 2024 because it offers significant benefits, including reduced emissions and delays compared to conventional ground-based navigation.

The trials were important to understanding the typical level of track-keeping accuracy and how different aircraft types and operators react to the use of new procedures. I understand that the trial involved a new standard instrument departure route to allow the airport to encourage and maintain safe and sustainable growth, while ensuring that punctuality was unaffected. I also understand that it ended early, on 29 October last year, as the hon. Lady detailed, following complaints from the public and local representatives.

The routes used by aircraft and the heights at which they fly are two significant factors that affect noise experienced by people on the ground. The departure trials in 2014 at Heathrow, Gatwick and Edinburgh airports and the public response, indicated by the number of complaints received, showed that very clearly. Trials are important, however, because the information gained from them is vital to gaining the knowledge necessary for future airspace change, as driven by the CAA’s future airspace strategy.

Change is required. The basic structure of UK airspace was developed more than 40 years ago, and since then there has been a dramatic increase in demand for flights. The future airspace strategy is the plan to modernise UK airspace to take account of the European Commission’s single European sky strategy and modern technology with more precision based navigation, as well as the increase in the number of flights. The environmental aims will be savings in fuel, which will cut carbon emissions, and a reduction in noise impacts, with considerations to share the benefits of noise reductions more widely.

Edinburgh airport is now considering the data from the trial, with a view to updating its plans, and I understand that the results of the trial are to be published later this year. Once the airport has revised its plans, we expect it to present the CAA with an airspace change application. The airport, now the fifth-busiest in the UK, proposes to update its airspace to cater for the increasing demand and to enable aircraft operators to benefit from PBN. It is important that all trials be publicised and communicated beforehand and that local politicians and local authorities in the vicinity of the airport be alerted so that the public are aware of them. I reassure the House that any permanent change to airspace in the vicinity of an airport will require public and transparent consultation. That was an important point the hon. Lady made, and I am happy to provide that reassurance.

Put simply, the Government want to see growth in aviation. It is good for the economy, bringing investment and employment to the UK and wider benefits to society and individuals, including around travel for leisure and visiting friends and family. It is imperative, however, that this be balanced against the costs to the local environment that more flights bring, noise being the prime example. It is vital that those affected by the changes can trust the information provided by those wanting the changes and making the decisions. The Airports Commission’s proposal for a new noise body might well help with that.

In concluding, I reiterate to the hon. Lady and the House that the Government will carefully consider the need for setting up an independent aviation noise body and its proposed role and functions. The message that has come across loudly from local campaigners, not just in her constituency but around the country, indicates how important the matter is and how seriously the Government will therefore take it.

Question put and agreed to.

Motoring Services Strategy

Andrew Jones Excerpts

Thursday 12th May 2016 Written Statements

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

My noble Friend the Parliamentary Under-Secretary of State for Transport (Lord Ahmad of Wimbledon) has made the following written statement:

The Department for Transport’s three motoring services agencies (the Driver and Vehicle Licencing Agency (DVLA); the Driver and Vehicle Standards Agency (DVSA) and the Vehicle Certification Agency (VCA)) are key to ensuring the United Kingdom’s road network plays its part in promoting the future prosperity of our nation. I am today publishing a strategy for the agencies, which sets out the direction they will take over the remainder of this Parliament.

The strategy sets out our vision for the agencies’ future: how we can better support those learning to drive to ensure they are properly prepared to take their practical test, what we can do to ensure haulage and bus and coach operators can access all our services efficiently and flexibly to suit their needs, and how we can best support the UK automotive industry.

The agencies’ services, making sure drivers are properly trained and licensed and the vehicles they use are safe and meet environmental standards, touches nearly all aspects of our society. Most people, at some time, will be affected by the agencies’ work—whether they are choosing an instructor as they begin to learn to drive, sitting on a bus, buying a new motorcycle, choosing a wheelchair accessible vehicle or moving house—the motoring services agencies will be involved at some stage. We need to ensure that the services the agencies deliver are fit for motoring today and are responsive to new developments in technology in order for them to continue to meet our needs in the future.

Recognising this country’s enviable road safety record, and the importance of the highway network to the economy, we reiterate the need for driver training that prepares people for a lifetime of safe road use. We will examine the potential benefits of different models for delivery of the practical driving test. We will strengthen the agencies’ relationships with commercial users of their services, whose needs can be very different from those of individual members of the public. We will examine how various transport industry sectors can be given greater responsibility in operating or testing vehicles. The agencies are almost entirely funded by user fees; so we will take a more methodical approach to reviewing those fees, to ensure that they are transparent and closely aligned to the costs of the services they cover.

A copy of the strategy will be placed in the House Library and will also be available on www.gov.uk.

Attachments can be viewed online at: https://www.gov.uk/government/consultations/motoring-services-strategy-a-strategic-direction-2016-to-2020.

[HCWS719]

Taxi Licensing Regulations

Andrew Jones Excerpts

Wednesday 4th May 2016 Commons Chamber

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

I congratulate the hon. Member for Denton and Reddish (Andrew Gwynne) on securing the Adjournment debate this evening. I know that the topic of taxi and private hire licensing issues has been covered in previous debates in the House. Colleagues are very interested in the subject, but I doubt whether many colleagues could match the historical knowledge that the hon. Gentleman brought to the debate this evening.

As hon. Members will appreciate, although the Government are responsible for creating the legislative framework within which local licensing authorities license taxis and private hire vehicles, responsibility for licensing rests with the local authority. It is the local authority’s responsibility to decide who is a suitable person to hold a taxi or private hire vehicle driver’s licence or a private hire operator’s licence. The local authority is responsible for ensuring that all its licensees comply with the rules and regulations that govern their industry.

I understand the hon. Gentleman’s desire to raise on the Floor of the House his concerns about what is happening locally in his area—he obviously has an inside track on the situation in his council—but as licensing is the responsibility of the local authority, I may not be able to address all his points.

Let me start by emphasising the importance of the taxi and private hire vehicle industry. The traditional taxi has become an icon of passenger transport in the UK and around the world. The taxi industry has played a key role in keeping Britain moving for many years, and has a history and reputation that drivers are rightly proud of. The UK’s taxi industry is recognised as one of the best in the world. All the vehicles are of a high standard and are driven by skilled and knowledgeable drivers. I admire the time and dedication that prospective drivers put into becoming taxi drivers—perhaps most famously London cabbies, who have to learn the world-famous “knowledge” of London. That brings the reward of having the unique right to ply for hire on the streets.

In the 1960s, minicabs began to appear in London and the private hire vehicle industry began growing across the UK. Licensing and regulation have ensured that when using such services the public have the same assurance of safety as when using a taxi, and have raised standards throughout the private hire sector. As of March 2015, there were 242,200 licensed taxi and private hire vehicles in England—an increase of 9.3% in just two years—and 69% of those vehicles are private hire vehicles. The availability of taxis and private hire vehicles offers the public real choice: they can instantly hire a taxi in the street or at a taxi rank, or they can pre-book a taxi or a private hire vehicle. When pre-booking, passengers can make an informed choice based on factors such as price, availability and quality. The combination of taxi and private hire ensures that the needs of as many customers as possible can be met.

[Andrew Gwynne]

If a licensing authority such as Tameside or Stockport in my constituency decides for perfectly legitimate reasons that somebody is unsuitable to be a taxi operator in its area, should it not have the power to enforce that to prevent that person from getting a licence from another local authority and operating on the streets of Tameside or Stockport?

[Andrew Jones]

I am coming to cross-border working and licensing. We have had some terrible cases across the country, which have clearly shown that the system has failed in certain areas. We all know these cases, and they are positively shocking.

The industry is seeing real change as new technology provides new ways for the public to engage taxis and private hire vehicles. Smartphone booking apps are now available for taxis and private hire vehicles, offering passengers easy access to services, more choice, faster pick-ups and options for sharing, which can reduce cost. It is encouraging that the London taxi trade has been at the forefront of that technological change. There are now numerous smartphone apps for booking a taxi, and more drivers are embracing cashless payment options. However, that new technology is challenging the traditional operating boundaries between the taxi and private hire trades. That is straining the relationship between local authorities and the industry, but by working in partnership they can deliver a modern industry that continues to provide choice and high standards.

I would like to say a few words about an issue that is particularly important to me. The Government are committed to building transport networks that work for everyone, ensuring that disabled people have the same access to services, and the same opportunities to travel, as other members of society. Disabled people are heavily reliant on buses and particularly on taxis and private hire vehicles, which are critical. That is why the Government intend to commence sections 165 and 167 of the Equality Act 2010 this year. That will impose duties on the driver of a taxi to accept and assist a wheelchair user and not to charge extra for doing so.

I would also like to mention the Government’s ongoing work to improve air quality and reduce emissions in the taxi and private hire sector. In March 2015 the Government launched a £20 million scheme to support the roll-out of ultra-low-emission taxis across the UK. A further £25 million was set aside specifically for the Greater London area, to help taxi drivers cover the cost of upgrading to a greener vehicle. Our aim is for almost every car and van to be a zero-emission vehicle by 2050. The transition to ultra-low-emission taxis is especially important to help improve air quality in our towns and cities.

The hon. Gentleman made specific points about working across areas, and I would like to address those now. The issue involves taxis and private hire vehicles licensed in one area working in another. I appreciate the concern here, but while standards vary between authorities, all taxis and private hire vehicles and their drivers should have been licensed by their home authority, thereby ensuring that the driver is a fit and proper person and that the vehicle is safe.

Local licensing authorities have a duty to ensure that any person to whom they grant a taxi or PHV licence is a fit and proper person to hold such a licence. The term “fit and proper” is not defined in legislation, but the procedure for assessing a driver’s fitness will typically involve criminal record and medical checks. In an instance where a driver commits an offence in a jurisdiction in which he is not registered, the local authority where the offence was committed can prosecute.

The points raised about protecting more vulnerable users are incredibly important in this regard. Some of the cases we have seen in different parts of the country are shocking. I therefore take this opportunity to address the issue of child sexual exploitation related to the taxi and private hire vehicle industry. Let me start by reiterating the Government’s commitment to eradicating the risk to children and vulnerable people from taxi and minicab drivers who seek to abuse their position of trust. I would also like to make it clear that local authorities are responsible for background and safety checks on all employees, including drivers, who work with children and vulnerable people. They have a duty of care to ensure that young people are protected.

The Government expect those who exercise licensing functions routinely to use the powers available to them to keep young people safe. We encourage all local authorities to carry out an enhanced criminal record check on everyone who applies to drive taxis and minicabs. We want to ensure that our licensing arrangements provide the strongest possible protection to children and vulnerable people. We are drawing on lessons learnt in Oxfordshire, Rotherham and other places. I know that there is currently a very topical issue in Lancashire in a neighbouring authority. We are drawing on these lessons to reform and strengthen the law. I have been meeting Home Office Ministers and will continue to work on this.

The hon. Gentleman asked about the Law Commission. The Law Commission undertook a very comprehensive review and published its final report, which contained recommendations for a modern and simplified structure. The legislation that governs this industry goes back hundreds of years and is convoluted. The Law Commission’s report provided not only crucial analysis of the problems posed by the current law but solutions designed to make a difference to the travelling public and to those who work in the industry, either from a driving or a licensing perspective. As a Government, we are considering the Law Commission’s recommendations. I recognise the hon. Gentleman’s point about getting a move on with this. That is very timely, as we are working on it. I cannot yet give him a date for when the scrutiny will be complete. We will respond as soon as we can, and I recognise the requirement to do so.

The hon. Gentleman raised other points that I will mention briefly. I am happy to take ideas from all sides as to how we can improve the service, but it might be quite restrictive to operate only within a council area—for example, in the airport taxi service market. There are some difficulties there. However, I am happy to consider all sorts of interesting ideas.

[Andrew Gwynne]

Will the Minister give way?

[Andrew Jones]

It will have to be very speedy.

[Andrew Gwynne]

One of the benefits of an area such as Greater Manchester is that it is a big city region, so perhaps we could have a specific regulatory framework for Greater Manchester taxis.

[Andrew Jones]

I am happy for local authorities to work together to set high standards in their areas, and there is nothing stopping them from doing so. We should all be seeking to raise standards.

The issue of Rossendale’s performance has been raised. I suggest that I write to Rossendale to highlight the concerns that Members have expressed and make sure that it is aware of them. There are quite significant differences between the fees charged in Rossendale for a licence and those charged in Greater Manchester. That might reflect the different standards. It might also reflect the bulk purchasing that Rossendale may be able to do because it processes so many applications. In any case, I will raise the issues with Rossendale and come back to the hon. Gentleman when I get its reply.

The Government are fully aware of the changes and challenges affecting the taxi and private hire vehicle industry across the country, including in and around Denton and Reddish. There are the challenges not only of new technology and increased competition but of the need to ensure that vehicles play their part in improving air quality and accessibility. I believe the reputation of the British taxi trade to be high, and the quality of service it can offer means that it should be well placed to continue to compete in this changing market and have a strong and healthy future. Taxis are an important part of the transport mix in all areas. It is now our responsibility to make sure that they have the regulatory regime among local councils to ensure that they can continue to ply their trade profitably, but securely, for the people whom they serve.

Question put and agreed to.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 28th April 2016 Commons Chamber

[Neil Parish (Tiverton and Honiton) (Con)]

3. What plans his Department has to upgrade the A30 and A303.

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

The road investment strategy announced the upgrade of all remaining sections of the A303 between the M3 and A358 to dual carriageway standard, together with the upgrading of the A358 in Somerset from the M5 at Taunton to the A303 at Ilminster. Highways England is making good progress, and three major schemes are planned to begin construction by April 2020.

[Neil Parish]

I thank our excellent roads Minister for clearly stating the improvements from Stonehenge to Ilminster and through to Taunton, which are very welcome, but there is a stretch from Ilminster to Honiton that actually needs a little more improvement. We have got the co-operation of the Blackdown Hills AONB partnership, and we could actually get a 60-mile road through to Honiton, and on to Exeter, to make sure we have a second arterial route to Devon and on into Cornwall. I would like an update from our excellent Minister.

[Mr Speaker]

The hon. Gentleman wants a detailed disquisition from the Minister, and I fear he will not be disappointed.

[Andrew Jones]

The first road investment strategy did include some smaller scale improvements to that section of the road to improve safety and journey quality. However, it is a very challenging area in which to make improvements: it is a protected landscape and a very beautiful area, as my hon. Friend showed me when he drove me along the routes last summer and I heard at first hand the opportunity presented by such investment. We have started the second road investment strategy process, and Highways England is developing route strategies to inform that process. I will obviously take account of my hon. Friend’s contribution in the process, and I will make sure that Highways England liaises with him locally.

[Rebecca Pow (Taunton Deane) (Con)]

I welcome the upgrade of the A303, particularly where it joins the A358 and links from the A30. However, at the recent Neroche annual parish meeting, which I attended, it was suggested that the preferred options would be submitted to the Government by 2018 and there was a certain mithering in the audience about whether the Government would actually go ahead and build the road. Will the Minister confirm that this will take place by 2020, as it is so crucial for the wider south-west, not just Taunton Deane?

[Andrew Jones]

I can understand why there is local cynicism, because the scheme was cancelled by former Governments, but let me provide some reassurance. We are looking at consultations starting next year, the development consent order process in 2018 and the start of work in early 2020, so I am happy to provide the reassurance that my hon. Friend wants.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

4. What estimate he has made of the potential cost of transport infrastructure for a third runway at Heathrow.

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[Iain Stewart (Milton Keynes South) (Con)]

13. When he last had discussions with the Driver and Vehicle Standards Agency on the administration of driving and theory tests.

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

My noble Friend the Under-Secretary of State in the other place, Lord Ahmad of Wimbledon, has been having discussions with the Driver and Vehicle Standards Agency about trialling changes in the practical driving test to make it more reflective of modern driving conditions, and my right hon. Friend the Secretary of State for Transport has recently had discussions with the DVSA about future provision of the UK driving theory test.

[Iain Stewart]

I have received a number of complaints from driving instructors and pupils about significant delays in the provision of dates for tests at the Bletchley centre in my constituency. The DVSA has said that it is investing more resources, but this remains an issue. May I ask the Minister to take it up with the new chief executive, as a matter of urgency?

[Andrew Jones]

Demand for driving tests has been increasing rapidly. It has increased by more than 50% since 2013-14, and we expect the trend to continue. We are seeing the same pattern in relation to HGV tests. The DVSA has responded by bringing in more examiners and improving its forecasting model to match resource better with demand, as well as redeploying examiners from shorter-wait centres to those with longer waiting times. As for the specific issue of the Bletchley centre, I should be happy to take it up with the new chief executive.

[Mr Philip Hollobone (Kettering) (Con)]

I too am receiving complaints about delays in Kettering for driving tests and about cancellations of appointments. May I urge our excellent roads Minister to get on top of this problem before it gets out of control?

[Andrew Jones]

I am happy to take up any local problems affecting any colleague with the DVSA.

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

14. What plans the Government has to encourage cycling in rural areas.

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[Paul Maynard (Blackpool North and Cleveleys) (Con)]

T2. The Minister will be aware that the House of Lords recently completed a review of the impact of the Equality Act 2010 on disabled people. A large part of the review focused on the accessibility of taxis and private hire vehicles. Will the Minister update the House on what action the Department will take as a consequence of the review?

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

I can indeed update the House. The Government are committed to ensuring that disabled people have the same access to transport services and opportunities to travel as everybody else in society. We plan to commence sections 165 and 167 of the Equality Act by the end of this year. I was pleased to see that raised in the Lord review, as I have been working on it for some time. Drivers will be required to provide assistance to wheelchair users, and to refrain from charging extra.

[Grahame M. Morris (Easington) (Lab)]

T7. Will the Minister take the trouble to come to the north- east and take the train from Nunthorpe, Middlesbrough, to Newcastle? Using an ancient Pacer train, it takes almost 90 minutes. The journey might be quicker by bicycle. If we had had a new train every time it was announced that the old ones would be replaced, we would have a whole fleet of them. If the Minister came and got a wiggle on, that might speeds things up a bit.

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[Matt Warman (Boston and Skegness) (Con)]

T6. The Roadmaster velocity patcher can fill 300 potholes in a day, and Lincolnshire has got one—but we would like more. What help can the Minister offer my county council in getting more? Will he consider incentivising councils to work together so that we can increase the nationwide fleet of these fantastic machines?

[Andrew Jones]

I am aware of the Roadmaster velocity patcher, and the Government certainly support the use of innovative and efficient methods to maintain our local highways. We have provided a budget of more than £6 billion for highways maintenance, plus there is the pothole action fund. We have introduced incentive elements to the highways maintenance fund, which includes an element of collaboration. I should like to see local authorities working with their neighbours right across the country in exactly the way that my hon. Friend describes.

[Mr Speaker]

The Minister clearly enjoys a life of undiluted excitement.

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[Jack Lopresti (Filton and Bradley Stoke) (Con)]

Will my hon. Friend reassure me that the Department is training apprentices and investing in apprentice-training programmes, so that the country can continue to have the skills and expertise to keep on with our world-leading transport infrastructure programme and improvements?

[Andrew Jones]

I can indeed give my hon. Friend that assurance. The transport infrastructure skills strategy sets targets for delivering apprenticeships throughout the supply chain, and will deliver them via procurement contracts. One apprenticeship will be created for every £3 million to £5 million of contract value, or for 2.5% of the workforce per year, depending on the contract type. Apprenticeships are right at the heart of our skills agenda.

[Joan Ryan (Enfield North) (Lab)]

I freely admit that I want the Secretary of State, and I hope that I get him. He has visited Bullsmoor Lane in my constituency, and he knows that it is being used as a slip road off the M25. It is a residential area with a very serious accident record. There is a lot of freight coming into north London and using the road as a route to central London. May I ask him in good faith to meet me and two of the leading resident representatives to discuss this very, very serious issue, and to find a satisfactory way forward?

M6 Toll Road

Andrew Jones Excerpts

Tuesday 19th April 2016 Westminster Hall

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

It is a pleasure to serve under your chairmanship, Ms Vaz—for the first time, I think. I congratulate my hon. Friend the Member for Solihull (Julian Knight) on securing the debate.

The motion relates to the usage of the M6 toll road, so I shall begin by reflecting on how it is used. The toll road is open to all traffic, and is priced according to vehicle type. Average traffic levels have recently been rising, and have reached about 50,000 vehicles a day, which is catching up with the volume experienced before the recession.

[Julian Knight]

The current figures I have are about 48,000 to 50,000; the Minister is correct. However, that is still below the 72,000 a day that was originally envisaged when the toll road was built.

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[Andrew Jones]

I entirely agree with my hon. Friend. He makes a good point, and he has made an important case today. He highlighted the cost to the west midlands economy of the terrible incident on 4 February, but what he said was also part of a wider case about how road investment opens up local economic development. My hon. Friend the Member for Aldridge-Brownhills (Wendy Morton) cited the social impact of the incident on 4 February. The two aspects of the matter are aligned. Our road network is not just an economic tool; it is how our society travels—how people reach schools, workplaces and hospital appointments, and go to see family and friends. If we have a failure in our road network we see that in all aspects of our lives.

What happened on 4 February was a terrible incident for the west midlands, and it is important to debate it. It may be helpful if I give a little information about it. On that day, the M6 between junctions 5 and 6 was closed for 24 hours following a serious traffic accident, which sadly involved a fatality. As my hon. Friend knows, the Secretary of State and I are keen to explore whether more can be done to prevent such a degree of impact on road users and business in future. The recent event highlighted our expectation that our road network should be reliable and resilient. The issue is not only what alternatives there are should parts of the network be unavailable, but how quickly and effectively key organisations are able to respond to the circumstances. I think that the incident on 4 February showed that we have to review that, and work to improve the situation.

I shall explain the incident in more detail. The M6 northbound between junctions 5 and 6 was closed from 1.50 am on Thursday 4 February 2016 until 1.45 am on Friday 5 February owing to a collision involving two heavy goods vehicles and a car. As I mentioned, very sadly that resulted in one fatality. Extensive incident investigation work was carried out by the central motorway police group before Highways England could fully assess the damage to the carriageway. Once Highways England had access to the road it became evident that all four lanes of the carriageway—a section about 200 metres in length—required resurfacing repair work as a result of the large volume of diesel that had spilt on to the carriageway causing widespread damage to the road surface. The closure of that section of road resulted in inevitable disruption for road users and communities. My hon. Friends the Members for Solihull and for Aldridge-Brownhills discussed the impact in their constituencies, and many other areas were affected. In fact I was caught up in the traffic jams myself, and so was the Secretary of State. There was a big impact across the west midlands.

As hon. Members would expect, Highways England has diversion routes agreed with relevant local authorities to mitigate the impact of incidents on the road network. As my hon. Friend the Member for Solihull is aware, there is an agreement in place with Midland Expressway Ltd to make use of the M6 toll road in cases where there is an extreme event over and above that associated with a serious road traffic collision. The agreement is known as Operation Freeway and it enables tolls to be suspended for an agreed period of time—24 hours. As the M6 toll road is a commercial operation, suspension brings with it a fee of £300,000 excluding VAT per day, which is a significant cost. The arrangement is a little clumsy—it has never been used, despite the fact that the agreement has been in place a long time.

Highways England has criteria for deciding whether to activate Operation Freeway. The deciding factor is whether the road is likely to have to be closed for a number of days, rather than hours. After the event on 4 February, Highways England took the decision not to suspend the toll because the incident did not meet the criteria for activation: it was not seen to be an extreme event impacting the carriageway over and above what is associated with a serious road traffic collision.

I know my hon. Friend has his own ideas about how the west midlands could make better use of the M6 toll road, not only when there has been an incident but at times of heavy congestion. We all know that there are many periods when the M6 and M5 suffer from heavy congestion. I also note my hon. Friend’s concerns about the most appropriate way in which to take the decision whether to implement Operation Freeway. He has made important suggestions today, and we are due to meet—I think our meeting is only a few weeks away—to discuss that very issue. Of course there are a whole range of issues which we need to consider, including cost, policy and value for money. I look forward to the meeting, and it is clearly appropriate to review everything, in the light of the serious incident that occurred.

It may be helpful if I now talk about how local areas can shape the decisions that are made about them. If there is desire locally for specific schemes or improvements through local authority groups such as the West Midlands Combined Authority, there is a process to put forward ideas as part of the development of the second road investment strategy. As my hon. Friend knows, the Government agreed a devolution deal with the WMCA in November, in anticipation of its transition to a formal combined authority. The deal sets out the terms of a proposed agreement between the West Midlands Combined Authority shadow board and the Government to move forward with a radical devolution of funding, powers and responsibilities. In particular, it sets out the expectation that the Government and the WMCA will work together through the development of the second road investment strategy to examine options for the most effective way to facilitate the movement of goods and people, and manage congestion in the region on the strategic road network.

At this year’s Budget we launched the process for the second road investment strategy. Over the next couple of years, we will seek input from stakeholders on what the Government should fund during the period 2020 to 2025. We are one year into the first road investment strategy, as my hon. Friend knows. It is on budget and on schedule and has proved to be a success so far. As we develop and build on that, we have a secure stream of funding through road hypothecation—the reforms to vehicle excise duty—so we have visibility for many years ahead on road investment budgets.

As we develop the content of RIS 2, I want to ensure that we are able to take input from a much broader range of people. The core work preparing that will be the route strategies prepared by Highways England; they will be the basis for that work. However, I want people to be able to contribute on a local basis—certainly colleagues here or local authorities, combined authorities or local enterprise partnerships.

We should view our road investment strategy as a key facilitator of our longer-term economic growth, so over the next couple of years I want to ensure that we receive input from as many stakeholders as possible on what that scheme will look like. Of course, we already have significant commitments to the strategic road network in the west midlands in the current road investment strategy, which runs until 2020 and is indeed an investment. It is a step change for our country: this is the first time we have had a statutory road investment strategy. It commits £15 billion of funding for strategic roads. That is on a national basis, but £3 billion of that spending is within the midlands. It includes key investments such as rolling out smart motorways—smart motorways have increased capacity by bringing in all-lane running, either full time or part time—and upgrading key junctions such as the M6 junction 10 and the M42 junction 6.

[Mrs Caroline Spelman (Meriden) (Con)]

I apologise for my late arrival. I have just spoken to my local council leader about junction 6 of the M42, which needs to be redesigned. Would my hon. Friend the Minister ensure that Highways England takes account of the master plans of the local authority; the local plan, which is for a garden city at that location; the fact that the interchange station for High Speed 2 is to be built at that location; and the fact that the airport has its own separate master plan? We have concerns about the lack of joined-up thinking in the redesign of that junction, which is failing to take account of other planning proposals.

[Andrew Jones]

My right hon. Friend has clearly had a most timely meeting with her local council leader and makes a really important point. I am very happy to give a commitment and ensure that Highways England discusses the proposals with the bodies that she has just mentioned. I will raise that with Highways England personally, so that commitment is very easily provided.

I have met council leaders in the area. They came down to express their concerns about the incident on 4 February and to ask for my support in terms of what can be done to bring people together to find solutions. I have talked to them about how collaboration or communication on a local basis needs to improve, but they are building on some success, and the points that my hon. Friend the Member for Solihull made on the importance of local decisions and local capacity for decision making is building are completely true. I have also met the police and crime commissioner about that incident.

We are at the beginning of a process. We recognise that there has been under-investment in the road network across our country for years. We are addressing that with the first road investment strategy. We are building on that work with the second road investment strategy. I want as much local input as possible so that we can provide schemes that make a difference on a local basis. The incident on 4 February was not just a personal tragedy for the family who lost a loved one; it also highlighted the lack of resilience and capacity in the network around Birmingham and the fact that we have to think about all elements of that capacity, including the M6 toll road, as we plan both for resilience and for extra growth. I am happy to have such conversations, which have already begun, but we need to build on them. I am happy to work with everyone locally to make that happen.

I conclude by congratulating my hon. Friend the Member for Solihull on securing this debate. Ensuring that we are making the best use of our network is an important issue that is worthy of debate, and he has my support on proceeding with the local issue. The Department and Highways England are investigating whether improvements can be made to respond better to incidents such as the one on the M6 on 4 February.

[Mrs Spelman]

There is a real appetite locally for the Minister to visit the area to see how the loaded M42 and M6 easily snarl and how that relates to other transport infrastructure. He is the roads Minister, but the midlands motorway crossroad combines with Birmingham airport, the west coast main line, the M6 and the A45. We would be grateful if he paid a visit so that we can show him the situation first hand.

[Andrew Jones]

That is another commitment that I am happy to give. I would be delighted to visit the area to see the situation for myself. Seeing an area first hand helps to bring the issue home. I am familiar with the area—having been caught up in a traffic jam for many hours on 4 and 5 February, I saw even more of it than I normally might. I am happy to make that commitment and to work with colleagues, both here and locally, to improve the situation.

This is an important issue for the west midlands, and the serious incident highlighted the lack of resilience and capacity. We need to work together, with continued dialogue, to improve the situation for the future.

Question put and agreed to.