Port of Liverpool: Road and Rail Access

Andrew Jones Excerpts

Tuesday 19th April 2016 Westminster Hall

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

I congratulate the hon. Member for Bootle (Peter Dowd) on securing this debate on road and rail access to the port of Liverpool. However, I am a little more optimistic and excited about the prospects for the city region. Recent times have seen an acceleration in the growth of the local economy and the creation of private sector jobs and business start-ups.

Liverpool is an historic maritime city and much of its growth came from its port, which is still a key economic asset for the city region, the north and our whole country. The local enterprise partnership’s Superport strategy is focused on growing the port, enabling the creation of a further 21,000 jobs by 2020. Peel Ports, the port’s owners, shares that vision and has invested significantly, including in Liverpool2, which is due to open later this year and has a new biomass handling facility. The port of Liverpool can handle vessels that carry between 3,000 and 4,000 20-foot-long containers. In order not to become marginalised on important trade routes, Liverpool needs to be able to handle larger vessels, and the new Liverpool2 facility at Seaforth will enable it to do so.

As hon. Members know, the Government do not directly invest in UK ports; the hundreds of millions of pounds invested by Peel Ports is private sector investment. That investment and the economic benefits that it brings will be stymied if it is difficult to move the goods around the UK after they have arrived in Liverpool. That is where the role of Government in ensuring that our road and rail networks meet the needs of people and businesses comes to the fore.

Improving multi-modal access to the port is a key priority for the Government and the Liverpool City Region combined authority. With the full support of the port, Highways England, Network Rail and my Department, the city region is leading on the delivery of a strategy to improve access to the port involving all modes of transport.

On roads, the A5036 is vital to the Liverpool city region, its businesses and, in particular, the port of Liverpool. The road is the principal link between the port and the motorway network. At current levels of port activity, the mix of local and port traffic is already causing difficulties, constraining the economic opportunities for the city region. As part of our £15 billion road investment strategy, therefore, we committed to a comprehensive upgrade to improve traffic conditions on that link.

Highways England is taking forward the development of the scheme. Consideration is currently being given to options, including an online one and an offline one, the latter being through the Rimrose valley. Both options present difficulties, which is why I recognise the local sensitivities, and that is why I welcome Highways England’s clear commitment to work with local stakeholders throughout the development and delivery of the scheme.

A recent programme of public information sessions has been held. I understand that they provided useful feedback for the project team. In addition, two newsletters have been produced, and local MPs have been kept informed and involved. The hon. Gentleman was highlighting how involved, and sceptical, the local community are. I make the commitment that public involvement in development of the plans will continue.

The next stage is for Highways England to move from option identification to option selection, with the aim of identifying those options that are to be taken forward to public consultation before the preferred route is announced. The current timetable has the public consultation happening this autumn, leading to a preferred route announcement in spring next year; the forecast for the start of works is spring 2020.

The A5036 scheme is only one element in a comprehensive access strategy being led locally by the combined authority. Measures to improve rail access have been considered. The Government recognise the importance of rail freight in delivering reduced congestion and lower carbon emissions. The investment that we are making through the strategic freight network fund includes a number of projects that improve access to the port of Liverpool, three of which are: the doubling of the single line link from the Bootle branch line into the port estate; increasing line speed on the Bootle branch; and improved signalling at the Earlestown West junction. All those schemes are scheduled to be completed by 2018-19 and will double the number of freight paths to the port to 48.

The hon. Gentleman will be aware that the biomass required to support more environmentally friendly power generation is already carried by rail from the port of Liverpool to its destination. The four trains per day that currently run are forecast to rise to 10, so rail is vital to the port’s current and future plans and we are investing to support its future growth. In addition, both Network Rail and Transport for the North have been studying the strategic requirements of freight movements across the north of England, and their work will inform future investment planning processes.

The hon. Gentleman mentioned the investment going into HS2. The key reason why that project needs to be taken forward is that it will inject capacity into the rail network. The west coast main line, on which £9 billion has been spent in recent years, is nevertheless forecast to be full very soon. That means not that every train will be full but that we will not be able to put more train parts on to the track. The injection of capacity that HS2 will provide will free up capacity for freight.

There are of course other modes of transport. I want to highlight coastal shipping. Peel is investing in facilities on the Manchester ship canal so that more freight can be moved inland by water, and it is also promoting greater use of coastal shipping, which should help to reduce the growth in road traffic.

I should mention the wider investments we are making across the Liverpool city region. I understand why there is a degree of scepticism about transport investment in our country, because we have had a stop-start approach to rail and road investment for many years. Arguably, there has been more stop than start, but I do not think that that accusation can be levelled fairly at this Government. We are looking at a record level of rail investment—the highest since the Victorian era. Our first road investment strategy features £15 billion of investment, which is the highest in the road industry since the 1970s. All parts of the country are benefiting from that.

Between now and 2019, there will be £340 million to provide a bigger, better, more reliable railway for passengers. More than £179 million from the local growth fund has been provided to the local enterprise partnership and combined authority to deliver a number of transport schemes that are essential to local growth. There are provisions in the devolution deal to support Merseytravel to make progress with the locally funded procurement of new trains for the Merseyrail network. We have also supported the new Mersey Gateway crossing in Halton, one of the largest local transport schemes in the country, which is now under construction.

The north of England rail infrastructure upgrade programme has already delivered a significant benefit. The electrification of the routes from Liverpool to Manchester and Wigan has taken 15 minutes off the fastest journey between Liverpool and Manchester. On 1 April we saw the start of the Northern and TransPennine franchises, both of which will see significant investment—particularly in new rolling stock—that will benefit everybody in the area and provide an enormous boost for the rail sector.

Another important change that has not been mentioned is putting Transport for the North on a statutory basis. The Cities and Local Government Devolution Act 2016, under which it was established, received Royal Assent only in January. It has brought together the 29 transport authorities throughout the north. I believe that we will plan transport like this much more in future. It is from the north, for the north. Transport for the North will be working alongside Highways England and Network Rail to plan investment in the area. Of course, it is already involved not only in planning but in the running of the rail franchises, which are being run jointly by the Department for Transport and Rail North. Again, that is run in the north, for the north. This is the first time that has happened.

We are seeing significant devolution in the world of transport that will bring benefits not only to the hon. Gentleman’s area but throughout the north. We are working with Transport for the North on northern powerhouse rail, which is sometimes called HS3. It will provide a fast link from Liverpool across to Hull, linking Manchester and Leeds, as well as Manchester airport and Sheffield. It is all about creating new fast links between northern cities and will, of course, release more capacity for freight. We agree that moving freight on to our railways is part of the answer to improving the freight sector’s environmental performance. As northern powerhouse rail develops, Liverpool’s aspiration for a direct connection to HS2—the mayor has personally told me about that—will be considered.

I hope that I have provided assurance to the hon. Gentleman that we fully recognise that it is most important that we improve access to the port—access to ports and airports has been underestimated in this country’s transport planning for too long—and that we are working constructively with local partners on implementing their multimodal strategy by investing in both road and rail schemes, through which we are playing our part in meeting the ambitions of the port, the city region and the north of England. What is happening at the port is a huge boost for the economies of all the affected areas, and it is therefore critical that we maximise the opportunities that this private investment brings by making corresponding public investment in connectivity to ensure that we capitalise on it for the benefit of everyone.

Question put and agreed to.

Road and Rail Links: Sheffield and Manchester

Andrew Jones Excerpts

Tuesday 12th April 2016 Commons Chamber

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

I congratulate the hon. Member for Penistone and Stocksbridge (Angela Smith) on securing this debate on road and rail links connecting Sheffield and Manchester. She has been making some valuable points about the need for improved transport links, and I agree with her comments about the debt we owe to our Victorian forefathers and the long-term approach they took to their planning. There are indeed lessons we can take from that. One thing I did learn during her speech was how Snake pass got its name—I did not know that until a few moments ago.

On 7 March, the Department for Transport and Transport for the North jointly published the first annual update report on the northern transport strategy. The report is the culmination of 12 months of collaborative work with Transport for the North and other transport agencies, and it sets out the significant progress that has been made in laying the foundation for transformative infrastructure projects across the north of England, connecting key cities and areas across the region, enabling the north to become more than the sum of its parts. The report sets out the next steps, including major improvements to the north’s road networks, connecting the north’s regions better by rail, and enhancing the passenger experience of travelling across the north by using smart and integrated ticketing technologies.

Improving east-west connectivity is at the heart of the northern transport strategy report. Our work to date has shown that the north of England has a number of cities that perform well individually but lack the transport connectivity needed to drive improved output and employment. Boosting that connectivity is essential to creating that single and well-connected economy of the north, which is our objective in the northern powerhouse.

The hon. Lady’s debate specifically focuses on the city regions of Sheffield and Greater Manchester, both of which are key economic centres for the north; they are certainly at the forefront of all of our thinking on northern transport strategies. The cities and their wider regions are key to the success of the northern powerhouse, and there is significant potential for enhanced growth if we can link the two cities much more closely together. The economic case that she made was important, highlighting the lack of economic integration between two large cities that are only 40 miles apart compared with other neighbours, where the read-across is absolutely correct.

Both city regions have strengths in advanced manufacturing, nuclear energy, health technologies and IT. We need to make it quicker and easier for companies in those sectors and all others—we are talking about very diverse economies—to do business with each other. We also need to make it easier and quicker for skilled and experienced employees to work and develop careers across both city regions.

On road connectivity, we are committed to ensuring that strategic road travel is both free flowing and reliable. In announcing the road investment strategy in 2014, we delivered a step change in how road investment in this country is delivered.

Before 2020, we will commence improvements to a number of roads, greatly improving transport links and connectivity across the country. The north of England is obviously an important part of our road investment strategy. However, any conversation about links between Sheffield and Manchester must give due regard to ensuring that the spectacular natural beauty of the Pennines is preserved. That is why we are considering the case for a new high performance road tunnel between these two great cities.

A Government-commissioned study into that endeavour has already determined that there is a clear strategic case for a road tunnel. In addition to bringing potentially significant economic benefits to the region, this tunnel could also deliver environmental benefits to the Peak District national park. It does no service to the national park, with all of its beauty, that it should have back-to-back HGVs ploughing through difficult road conditions, causing all of the problems that come with that in terms of congestion and air quality.

I cannot at this stage provide concrete details about the project, such as the exact scale of the economic benefits, the cost or indeed the most important matter of a preferred route for a potential tunnel, but I will certainly be back to give the House a thorough update on those issues and on the study findings as soon as we have them. It is an important long-term project. It has been talked about in the north for very many years. We are taking it forward and are determined to make it a reality should all the criteria work for us.

This study, alongside studies considering the case for the significant improvements to the M60 and the north Pennines connectivity, the A66 and the A69, will publish its final report by the end of the year. My right hon. Friend the Chancellor has already allocated £75 million from the £300 million transport development fund to ensure that, if these studies indicate that there is a strong case for developing these schemes, we can get shovels in the ground on these transformational projects as soon as possible.

[Andrew Bingham]

The improvements to the A628 and the A57, the Mottram relief road and the Glossop Spur, are very welcome. The Minister will know from his visit to High Peak not long ago that we need to extend that work. I really must stress that, although this is welcome, speed is the key. I do not mean the speed of the traffic as it trundles through Glossop at 5 mph, but the speed of delivering these projects, because we are experiencing huge problems in my constituency.

[Andrew Jones]

I very much enjoyed the visit to my hon. Friend’s constituency, and the point he makes was brought home by that visit and by talking to residents and to neighbouring colleagues from this House who also joined us on that visit. I will come on to talk a bit more about that very shortly, but his point is fair, and I agree with the urgency of the case.

The tunnel and these long-term studies are examples of the kind of forward-thinking, long-term planning that has been a characteristic in transport planning in our country and is something that we are trying very hard to recover. We have made a good start on that, and it is a key part of our approach to transport. We are also committed to putting in place improvements to transport corridors between Sheffield and Manchester in the more imminent future. That builds on the points mentioned by my hon. Friend.

We have already announced a number of measures that will seek to alleviate pressure on the transport network in the short to medium term. This includes improvements to the A628 in the Peak District national park, with the introduction of two overtaking lanes. There are also additional upgrades on both sides of the national park, with schemes due to improve both the Mottram Moor link road and the A61, improving journeys between Manchester and all of south Yorkshire. There are also other smaller measures in place to address accident blackspots.

On timing, it is expected that construction of the schemes set out in the first roads investment strategy will commence by March 2020. I know that my hon. Friend and other colleagues across the House are impatient for progress, so I will do all that I can to look at ways in which we can advance that date through the design and delivery process. Nevertheless, I must also stress that we will work closely with the National Park Authority to ensure that these improvements are in keeping with the Peak District national park’s protected landscape.

[Angela Smith]

The Minister will be aware of the controversial history of any attempt to deal with congestion, particularly around Mottram and Tintwistle. May I ask him to work effectively with groups such as the Campaign to Protect Rural England and the Friends of the Peak District to ensure that we keep not just the national park onside but the environmentalists, who have a passionate concern about our wonderful national park?

--- Later in debate ---

[Andrew Jones]

I happily give that commitment to make sure that we work as widely as possible. Our objective is not just to solve a transport issue and improve quality of life for residents as a result of the economic benefits that come from transport investment, but to improve the protection of a wonderful national park and people’s experience of that park. We will happily consult widely with communities and stakeholders on all these measures.

Turning to rail services, upgrading our rail network will make journeys faster, easier and less crowded. Businesses will be able to recruit from a wider labour pool, and people will be able to travel to a wider range of jobs without having their horizons limited by the distance from their home and the challenges of travelling time. As the hon. Lady will be aware, the new Northern and TransPennine franchises began on the first of this month, and she has welcomed the benefits, which are significant for rail passengers across the north. The new franchises will deliver more than 500 brand new carriages, space for 40,000 extra passengers at the busiest times and thousands of extra services, plus investment to improve stations. The line between the key northern cities will have more trains, with new trains and services, which is a significant change. Alongside that, the north of England rail infrastructure upgrade programme includes a substantial electrification programme and other track, station, depot and signalling improvements to enhance the capability of the northern rail network.

As part of the proposed northern hub programme of capacity enhancements—the northern hub is something for which the hon. Lady campaigned for a considerable time, and I was happy to join that campaign—Network Rail proposes to carry out works at the eastern end of the Hope Valley line, which has been a key connection between Sheffield and Manchester since it was completed at the end of the 19th century. A passing loop is to be provided east of Bamford station, and the line is to be redoubled at Dore and Totley station. The purpose of the scheme is to enable an increase in passenger services between Manchester and Sheffield and to improve access, with a sustainable means of transport, to the Peak District national park.

A public inquiry on Network Rail’s application for legal powers and planning permission for the scheme will open in Dore on 10 May. The independent inquiry inspector will submit a report and recommendation to the Department for Transport. In view of the Department’s role in deciding the application, it would not be appropriate for me to comment on the merits of the scheme at the moment.

We are working to establish better rail connections across the whole of the north of England. In March 2015, the Government and Transport for the North set out the vision for the northern powerhouse rail network—HS3, as it is sometimes called. South Yorkshire is certainly part of those plans; there is no question about that. It is an ambition for radically faster, more frequent links between the six city regions of the north: Sheffield, Manchester, Liverpool, Leeds, Newcastle, and Hull, along with Manchester airport. That ambition includes, for example, six trains an hour with 30-minute journey times between Sheffield city centre and Manchester, and better connectivity for passengers from south Yorkshire to Manchester airport. Initial findings, published in the spring 2016 report on the northern transport strategy, indicate that that is likely to include a mixture of upgrades to existing lines, the construction of new lines, and the use of northern sections of HS2.

At the same time, the National Infrastructure Commission agreed that the north needs a high speed, high frequency network between its six city regions. Working with TfN, we are continuing to develop options, and by the end of this year we will have a more detailed view of the physical work required to deliver each option within a corridor. This includes analysis of the indicative costs and benefits, in order to move towards proposing a preferred option on each corridor.

It is clear that we are working hard to establish much better links between the cities of the north, particularly Sheffield and Manchester. They are great cities and an important part of the northern powerhouse. Connectivity is at the heart of progress. We are taking action now and planning for the long term to ensure better futures for both cities. I look forward to reporting to colleagues in the House the progress that we are making as the reports and development work take place.

Question put and agreed to.

Motoring Agencies (Business Plans)

Andrew Jones Excerpts

Wednesday 23rd March 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:

I am pleased to announce the publication of the 2016-17 business plans for the Department for Transport’s motoring Executive agencies—the Driver and Vehicle Standards Agency (DVSA), the Driver and Vehicle Licensing Agency (DVLA) and the Vehicle Certification Agency (VCA).

The business plans set out:

the services each agency will deliver and any significant changes they plan to make;

the resources they require; and,

the key performance measures, by which their performance will be assessed.

These plans allow service users and members of the public to assess how the agencies are performing in operating their key services, managing reforms and the agency finances.

The business plans will be available electronically on gov.uk and copies will be placed in the Libraries of both Houses.

Attachments can be viewed online at:

http://www.parliament.uk/business/publications/written-questions-answers-statements/written-statement/Commons/2016-03-23/HCWS646/

[HCWS646]

Sheppey Crossing: Safety

Andrew Jones Excerpts

Tuesday 15th March 2016 Westminster Hall

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

I congratulate my hon. Friend the Member for Sittingbourne and Sheppey (Gordon Henderson) on securing the debate. It is probably most appropriate to start by saying that I am grateful that it gives me the opportunity to express my sincere condolences to the families of the two people killed on 1 July 2014 on the Sheppey crossing. I also wish for a full recovery for all those injured in the multi-vehicle accident in fog in September 2013.

My hon. Friend has articulated clearly his constituents’ problems with the crossing. He also talked about how local people raised the issues during the planning and construction phase, including those with significant knowledge of the area from an emergency services perspective. I am sure that he is frustrated that the situation is where it is, but we cannot rewrite the past; we have to work to improve the future.

My hon. Friend met my predecessor to seek assurances on the safety of the Sheppey crossing, and I confirm that the Government take road safety very seriously. The target set for Highways England is to reduce the number of people killed or seriously injured on our road network to no more than 1,393 in a year by the end of 2020. That would be a 40% reduction on the 2005 to 2009 average baseline. As we all know, however, that is still too many people, and we will continue to put road safety at the heart of our decisions as we review the strategic road network.

I am most aware and have always been conscious that behind every statistic is a shattered family. That is why I am pleased that we were able to produce our road safety statement for this Parliament in December of last year, articulating a number of actions that we can take across the spectrum of road-safety issues to improve the situation.

To turn directly to the matter of the A249 Sheppey crossing, perhaps it would be helpful to go over some of its recent history. A road safety audit was undertaken after the road had been open for a year, and it concluded that the accident frequency was lower than the predicted national average. I acknowledge that Kent police have expressed concerns since the opening of the crossing and, in particular, have sought a permanent 50 mph speed limit. Following the multi-vehicle collision in September 2013, however, the Kent police’s conclusion was that drivers had not adjusted their driving to take account of the fog. That happens all too frequently and is a constant source of concern for the network.

Following the tragic fatal accident on 1 July 2014, which sadly resulted in two deaths, as my hon. Friend said, an investigation was carried out by the consortium that operates the Sheppey crossing, in addition to the police investigation. A further study by the consortium reported its findings in February 2015, with the conclusion that no evidence was available to support the premise that inappropriate speed was a contributory factor to the fatal collision or any of the other collisions covered in the report, with the exception of the multiple collision in fog.

The report also concluded that the accident rate at the crossing was no higher than for other similar dual carriageways operated by Highways England.

[Gordon Henderson]

For the Sheppey crossing, I accept that the rate of collisions is lower than the national average, but does the Minister accept that the rate on the accident severity index is higher than the national average?

--- Later in debate ---

[Andrew Jones]

My hon. Friend rightly makes an important point. The worst multiple-vehicle collision on record in our country’s history and an accident with two fatalities indicate the severity of the issues in the area.

The report identified a degree of non-compliance with the legal speed limit about one mile south of the collision. On 11 June last year, at a pre-inquest meeting, the coroner asked for urgent action to be taken by Highways England under regulation 28 of the Coroners (Investigations) Regulations 2013. Highways England responded and commissioned a road safety study. The initial study, published on 27 July last year, recommended that a temporary 50 mph speed limit should be imposed on the bridge and that it should be monitored. If the monitoring indicated that the speed limit was still being substantially exceeded, the use of average speed enforcement systems and other mitigation should be considered.

The 50 mph speed limit has since been imposed, and Highways England is monitoring the effects of the speed limit with average speed cameras that could be used to enforce the speed limit, but at the moment are not used for such enforcement—they are used for measurement, rather than for enforcement.

[Gordon Henderson]

With regard to the speed limit and the monitoring of it, the Minister might not be aware from his briefing that the speeds for July and August were monitored. The average speed on the Sheppey crossing—bearing in mind that it is meant to have a 70 mph speed limit anyway—dropped from 80.55 mph to 75.38 mph northbound and from 78.15 mph to 72.71 mph southbound. So even while the 50 mph speed limit has been in place, the average speed has still been higher than the permanent 70 mph speed limit.

[Andrew Jones]

I was aware of those data and my hon. Friend is correct that speeds are still very high in the area. When I read those data, I was struck by how far above the temporary speed limit the speeds were. He makes a fair point about speed on the crossing.

The average speed cameras will provide Highways England with better information on traffic flows and speed on the Sheppey crossing as they cover a more focused area than the normal journey monitoring system on the A249. With the benefit of such speed and flow data, Highways England and Kent Police will hold discussions about whether the cameras should be used to enforce the speed limit.

I recognise that this is not just a matter of safety: incidents on the crossing have a significant impact on the Isle of Sheppey, both from an economic perspective and on its residents’ quality of life. My hon. Friend has made that point in discussions with me on several occasions prior to the debate.

[Gordon Henderson]

On the question of enforcement, even with average speed cameras the police cannot enforce the limit unless signs are in place. That is clear in D3.7.19—that is the reference that Highways England uses—which says:

“The police can only enforce speed limits where the speed limit signs are correctly placed”,

and we cannot get those signs on the bridge. Unless there are proper average speed cameras and speed camera signs, which are not in place, the limit cannot be enforced.

--- Later in debate ---

[Andrew Jones]

My hon. Friend and I will be busy agreeing with each other on that point. I am aware of the restrictions in signage and lighting and of the environmental sensitivity of the crossing. I am also aware of the narrowness of the central reservation, the lack of refuges and the constrained nature of the site, which have restricted all the measures he mentioned.

Let me inform my hon. Friend and the House that Highways England recently held a workshop requested by its health and safety board, at which a number of actions were considered, including: removal of the temporary 50 mph speed limit currently in place; enforcement of the national 70 mph speed limit; enhanced road markings and signing; and setting a review period to monitor safety performance. Any permanent speed limit change would be subject to consultation with the police and would also require a statutory traffic regulation order. However, subject to the board’s endorsement, Highways England will develop an action plan for delivering the works, which may span over several months.

Highways England is also carrying out a further study on the whole of the A249 to identify permanent and viable cost-effective safety measures to ensure that drivers recognise that the posted speed limit is there for a reason. The outcome of that study is due to be published in about a month’s time—it is only four weeks away. I have not been able to see that report—it is not ready for publication—but it is clearly important. I suggest that, after it is published, my hon. Friend and I should read it and then meet to discuss its content. I would like to hear from him about local people’s concerns and the acceptability of speed limits. He obviously knows the site, and I do not know it anything like as well, so I would be grateful to hear his views when we get to that point. Perhaps a follow-up of the debate will be such a meeting.

Subject to the recommendations of the study, Highways England will consider a rationalisation of the existing speed limits on the lengths of single carriageway. It will also continue to monitor traffic and speeds, as well as incidents, with a view to bringing forward other measures that may be required.

May I thank my hon. Friend for bringing this matter to the attention of the House? It is clearly a timely issue, given that we are only a few weeks from the publication date of that important report. He raised a number of points. First, he said that urgency is required in dealing with this matter, which is an important point. I am happy to confirm that that is exactly what will happen. Indeed, I have already raised the report and safety on the crossing with the chief executive of Highways England and will continue to do so as an action point from the debate.

Safety is at the heart of our work on road investment. As a Government, we are investing an unprecedented amount in our transport infrastructure and safety is at the heart of the decision-making process. It is one of the key elements that underpins our road investment strategy. I hope that my hon. Friend is reassured that action is being taken to make journeys better and safer for all. He has done a valuable job, speaking up on behalf of his constituents today about a difficult crossing that, as he articulated so clearly, has a chequered history in terms of safety. I look forward to working with him and with Highways England to improve the situation for all his constituents.

Question put and agreed to.

Transport Infrastructure: Lancashire

Andrew Jones Excerpts

Tuesday 15th March 2016 Westminster Hall

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

It is a pleasure to serve under your chairmanship, Mr Pritchard. May I start by congratulating my hon. Friend the Member for South Ribble (Seema Kennedy) on securing the debate? I will be replying as one of those rascally white rose-types just from the east, but we will move on from that.

I am sure everyone is aware that last week we saw the publication of “The Northern Transport Strategy: Spring 2016 Report”. The importance of the transport infrastructure of the north is therefore right at the front of our minds. We have been working closely with our partners at Transport for the North, and that is our first annual update of the northern transport strategy, which was originally set out a year ago.

The report outlines the significant progress that the Government and our partners have made in laying the foundation for transformative transport projects right across the north of England. It sets out the next steps for projects, which include major improvements to the north’s road networks, better connecting the northern regions by rail and enhancing the passenger experience of travelling across the north using smart and integrated ticketing technologies. This is therefore a proper milestone in the Government’s plans as we build for Britain’s future, making the biggest investment in transport infrastructure in generations, starting with that £13 billion committed for transport infrastructure in the north over this Parliament and then looking into the future with the work that Transport for the North is undertaking. All of that investment will help to create a northern powerhouse, which is, as my hon. Friend the Member for South Ribble explained, critical for rebalancing our country’s economy. It will enable the north to pool its strengths and become greater than the sum of its parts. We are working closely with Transport for the North to deliver improvements in the short term and are making progress on longer-term projects, all of which benefit the north as a whole.

There have been a number of questions from Members in the course of this debate. I am now surrounded by papers with the detailed answers. I will get to all of them, but I will first outline some of our thinking and the progress we have made. Following the extension of Transport for the North to include all the areas in the north, Lancashire has become an integral part of TfN and its importance to the northern powerhouse is fully recognised. The northern powerhouse without Lancashire is unimaginable.

Lancashire has a £25 billion economy—one of the largest in the north of England. It has more than 40,000 businesses employing more than 670,000 people. Its key strengths of advanced manufacturing, aerospace and automotive are well known, but it also has a strong tradition in energy, higher education, professional and business services and logistics. Lancashire also has Britain’s most famous and largest seaside resort, which my hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard) frequently mentions, although he did not do so today. Lancashire’s four enterprise zones are also at the forefront of propelling Lancashire’s future growth as part of the northern powerhouse.

We cannot create the northern powerhouse unless we have good transport and connectivity at its heart; those are key to Lancashire’s future growth. The M6 and west coast main line are vital north-south arteries. The M65 and M55 support key growth corridors both east and west, and the proximity of the great northern conurbations of Leeds, Manchester and Liverpool to much of Lancashire’s population mean that improved connectivity can further strengthen Lancashire’s growth. We have recognised the importance of Lancashire’s transport infrastructure and are investing in it on a scale not seen in that part of the world for some time.

On the strategic road network, we have delivered a number of key improvements, such as unblocking pinch points at junction 32 of the M6 and junction 1 of the M55, at the A585 at Windy Harbour and at junction 5 of the M65. Our road investment strategy includes a commitment to significant further investment on the A585 to improve connectivity to Fleetwood and the Hillhouse enterprise zone and to the construction of what is sometimes called the “missing” junction 2 on the M55 linking to the Preston western distributor road, which we are funding through the Preston city deal and the Lancashire growth deal. The route strategy process, which will inform RIS2—our second road investment strategy—will commence in the near future, enabling Highways England to work with local partners to determine future investment priorities for the strategic road network in Lancashire.

Many colleagues have mentioned rail, and it is therefore appropriate to highlight how we are significantly improving rail in Lancashire through investment. As of last year, electric services are operating between Preston and Liverpool, and we are currently upgrading the line between Preston and Manchester to deliver faster, more frequent and less crowded journeys for passengers by December 2017. We are building the foundations for better journeys across the north.

The Farnworth tunnel, which was mentioned earlier, is a significant project. Network Rail has enlarged the railway tunnel in order to accommodate the new wires that will soon be installed for electrification of the line. The tunnel boring machine used by Network Rail was made in Oldham and is larger than the machines used to build Crossrail. Around 120 people worked on the project 24/7, moving 30,000 tonnes of material from a 270-metre long tunnel. I wanted to go and see it, but I am afraid to say that the Secretary of State, who has an interest in tunnelling, decided that that would be his particular priority. That progress is a sign of our commitment to the people of the north. We are already well under way with works on the line from Manchester to Blackpool via Chorley, due to be completed to Preston in December 2017 and to Blackpool by spring 2018.

If I may, I will take a moment to update Members on an issue that is very important to me in transport: accessibility. At Leyland station, which my hon. Friend the Member for South Ribble mentioned, we have spent £4.5 million—including more than £200,000 of third-party funding—to provide an accessible route into the station and to each platform with a new footbridge and three lifts. Network Rail started on site last summer and the work will complete in July. The footbridge is already in public use, while work continues to complete the new lifts. That will be a significant change for the people using the station. I have looked at pictures of the work in progress, and it looks fantastic.

At a local level, we have provided funding via the regional growth fund for Lancashire to reopen the Todmorden curve. The reinstatement of that 500-metre curve through local funding and the regional growth fund has enabled the reintroduction of direct rail services between Burnley and Manchester city centre for the first time in 40 years, significantly reducing journey times. I have checked the passenger usage, and we have already seen passenger numbers grow significantly as a result of that new service. We have also supported upgrades between Blackburn and Bolton, which will support more regular services to Greater Manchester.

[John Pugh]

I am interested in what the Minister says about the Todmorden curve, because it shows that small-scale curve reinstallation—as I outlined in the case of Burscough—can pay dividends. He mentioned his commitment to connectivity, which I think we all share. As part of that commitment, will he look into the mooted change to the Southport to Manchester line? Under those new arrangements, my residents will lose any chance of getting to south Manchester and the airport; we are actually losing connectivity, rather than gaining it. That has not been finally decided, but will he look into what is happening?

[Andrew Jones]

I will indeed look into the matter that the hon. Gentleman raises, as well as all other matters that colleagues have raised. I am aware of the issue of the Burscough curves because he has explained them to me on previous occasions. As a comparison, we used the local growth fund to reinstate the Halton curve elsewhere in the Liverpool city region, as he knows. That key project shows that where local areas prioritise, we are able to provide support. I simply urge the hon. Gentleman to ensure that his LEP continues to prioritise rail investment, including that particular project.

Lancashire will benefit significantly from our plans for HS2. Phase 2a to Crewe, which will bring the project forward by six years, will result in the benefits from classic compatible services arriving in Lancashire by 2027. The completion of phase 2 will bring journey times between London and Preston down from the current 128 minutes to 77 minutes by 2033. HS2 is not being delayed, as the shadow Minister said. We are doing all we can to accelerate HS2, and later this year we will announce the potential routes from Birmingham up into Manchester and Leeds. HS2 is a critical part of rebalancing our economy.

We are supporting a significant investment programme in Lancashire’s local transport infrastructure through the city deal process, which vitally puts Lancashire partners at the forefront of determining the transport investment that they need to grow and support the Lancashire economy. The Preston, South Ribble and Lancashire city deal, which is key to the constituency of my hon. Friend the Member for South Ribble, was signed in 2013 and is worth more than £430 million to the local economy. The road infrastructure that the deal will deliver, including the Preston western distributor and the Broughton bypass, will support significant housing growth and the advanced manufacturing enterprise zone and will make Preston one of the most commercially dynamic locations in the UK.

The Lancashire growth deal, signed in 2014, is supporting a truly significant investment programme, with a local growth fund of more than £250 million allocated to the LEP to deliver its programme. That programme includes 14 local transport schemes that will see new roads in and around Preston and to St Anne’s; key maintenance projects in Burnley and Blackpool; rail improvements in Blackburn; a new tramway in Blackpool; cycling networks in east Lancashire; and improvements to the M65 growth corridor.

We are funding schemes that have been on the waiting list for years. For example, work started in January on a bypass for Broughton after years of plans that had all come to nothing. Perhaps the best example is the Heysham link road, linking the port of Heysham to junction 34 of the M6 and providing congestion relief to the centre of Lancashire. After 60 years of waiting, it should open later this year, following £111 million of support from the Government towards the total £123 million cost. I hope that time allows me to mention the near £32 million that we have invested in the Pennine Reach bus scheme for east Lancashire, significantly improving east-west bus linkages in the area.

Looking ahead, Transport for Lancashire, on behalf of the LEP, has produced its strategic transport prospectus setting out the transport infrastructure that it believes is needed to deliver Lancashire’s potential. My hon. Friend the Member for Blackpool North and Cleveleys had some reservations about the nature of that document, and particularly its print type—it is a very glossy document—but I think we should welcome the idea that local areas are taking responsibility, showing aspiration for those areas and determining what they need. That is at the heart of what Transport for the North is all about.

The document helpfully sets out interventions that have a potentially pan-northern impact and are therefore of particular interest to Transport for the North, as well as key local schemes, such as the South Ribble crossing, which are vital to local growth. I urge Lancashire partners to take full advantage of the opportunities provided by Transport for the North, devolution and growth deals to move their proposals forward.

We are seeing a significant change in the way that we handle transport. My hon. Friend mentioned that he had called for Transport for the North a long time before it was actually created. We are seeing a partnership that has brought together 29 partners locally to determine what they think is required. Transport for the North will be running the franchises on our rail network in the north, in partnership with the Department for Transport. It is from the north, for the north. We will have better decisions when they are taken as near as possible to where a service is delivered. This is a significant development in transport. The Bill to put it on a statutory basis received Royal Assent at the end of January, and we are working towards Transport for the North being set up on a statutory basis within a year.

I have been asked many questions, which I shall try to answer as quickly as I can. Let me start with those asked my hon. Friend. How are schemes appraised? All schemes appraised and promoted by the LEP should be assessed in accordance with its assurance framework. That has to be WebTAG compliant and all results should be published—he is looking sceptical. If he would like any kind of technical briefing on the WebTAG process, I am happy for that to be arranged for him—he should just let me know afterwards.

My hon. Friend highlighted the importance of bus services, and I agree; bus services are critical for local areas. However, we have managed to retain the BSOG—the bus service operators grant—in the spending review programme, in recognition of the importance that we place on protecting buses. They are absolutely vital to our network.

I turn to the points raised the hon. Member for Southport (John Pugh). I am aware that areas away from our core cities feel that they may get a slighter deal from Transport for the North and devolution. People in other parts of the north have raised that issue. I simply say that it has appointed an independent chair—independent from the local authorities—ex-CBI president, John Cridland. We have discussed this issue, and Transport for the North is acutely aware of it and is determined that it should not happen or even be seen to happen. The Government are giving it £50 million over the course of this Parliament so that it can do its job and work with all its partners, including Lancashire, to ensure that all projects are developed in an integrated manner.

Let me address some of the concerns raised by my hon. Friend the Member for South Ribble. The development of the new South Ribble crossing project is certainly an issue for Lancashire County Council. It is a local scheme. The LEP’s strategic transport prospectus identifies it as a key project. The county council says that it is examining how it could be accelerated and funded. A £12 billion local growth fund was announced in the spending review, including £475 million for large local majors, and this is the sort of scheme that could be considered a large local major. I suggest that she picks that matter up on a local basis.

We recognise the importance of HS2. It is worth continuing to highlight how much people in the north, in my estimate—not everybody, but certainly the overwhelming majority—welcome the arrival of HS2 and are impatient for it to happen. I am sure that they are pleased that we will be able to take HS2 up to Crewe six years earlier than planned. That will speed up services to Lancashire sooner. The greater connectivity that it will provide, and the greater capacity that it will inject into our network will be a great help in allowing more services, and therefore, more benefits to flow from it.

My hon. Friend the Member for Bolton West (Chris Green) mentioned additional carriages at Bolton. As I am sure he is aware, the rail franchises included significant upgrades to the rolling stock—both the TransPennine and Northern franchises—and our new franchises start only on the first of next month, so passengers will start to see the benefits flow through in the not-too-distant future.

I cannot ignore some of the questions from the shadow Minister. The new franchises that I just mentioned will deliver new-build trains—more than 500 carriages, in fact, across the north, and that will create room for 40,000 more passengers across the region as a whole.

Potholes were also mentioned, and I should highlight that we have announced a £6 billion fund for local road maintenance up to 2021. Allocations have been given to local councils. I have the information if colleagues wish to know the allocation for their particular area. The point is that we have been able to provide some clarity for the years ahead, so that local councils can plan appropriately.

If the shadow Minister does not mind me saying so, there was a slightly churlish element to his comments. The impatience for transport delivery is obviously fair—we are all impatient. I could perhaps highlight that, after 10 miles of electrification were delivered in 13 years of Labour government, all the good schemes that we have referred to have been welcomed in the north. We need to remember that many of the councils in the north are run by the Labour party, and what we hear locally from Labour and what we hear nationally from Labour are utterly disconnected.

The idea that the transport inheritance that this Government took on from the Labour party is strong is, I am afraid, not borne out by facts. The shadow Minister mentioned the World Economic Forum’s infrastructure league table. During the Labour years, our performance fell from seventh to 33rd in that league table. It was a shocking record, and we are now recovering that position. The Labour party has a poor record and it should start to get behind the programme, as some of its local members have.

I hope that I have managed to convince Members that this is not a forgotten corner of the north—very far from it. It clearly has strong and powerful advocates who have developed a good reputation for championing it already. It is not a forgotten corner; it is a key part of our northern powerhouse. We cannot deliver a strong northern powerhouse without a strong Lancashire—and I say that as a proud Yorkshireman.

Transport is at the heart of what we are delivering. That is clear across all the modes of transport that we have been talking about today—bus, road and rail. We have not talked about aviation connections, but many residents of Lancashire will be using the growth that we are seeing and the improved access into Manchester airport. We have a strong record, as we work with partners to transform transport in the north of England.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 10th March 2016 Commons Chamber

[Imran Hussain (Bradford East) (Lab)]

3. What recent assessment he has made of trends in the level of the cost of public transport to passengers.

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

The Government understand the importance of affordable transport and we have capped regulated rail fares at the level of RPI for two years running, and will do so for the life of this Parliament. The bus market outside London is deregulated and decisions regarding setting the level of fares is therefore primarily a decision for commercial bus operators. Almost £1 billion is provided each year to fund concessionary travel, ensuring free bus travel for the elderly and disabled.

[Imran Hussain]

More than 2,500 people commute into Bradford, and more than 7,000 commute out of Bradford by rail, so fast, cheap and efficient connections with the rest of the region are vital for jobs and our local economy. What is the Minister doing to ensure fast, cheap and efficient connections in the region, considering that rail fares across the country have gone up by 25% and punctuality has deteriorated?

[Andrew Jones]

I know the city of Bradford very well, having gone to school there and lived just outside it for many years. I would have expected the hon. Gentleman to welcome the investment that we are seeing in rail. Appley Bridge railway station has only just opened in his constituency, and he has had investment in Frizinghall as well. We are seeing investment across the north, including in West Yorkshire, and there is the ability to keep fares down in the Metro region. I repeat my point about how we have capped regulated rail fares and removed the fare “flex”.

[Mr Philip Hollobone (Kettering) (Con)]

One of the problems for local bus passengers is congestion and delays. People in Kettering always say that, when the traffic lights stop working, the traffic flows much better. Given that the Minister is responsible for local roads, will he consider undertaking a pilot whereby we can switch traffic lights off and get traffic and buses flowing more freely?

[Andrew Jones]

My hon. Friend makes an ingenious link to the cost of public transport. I am aware, because I hear it quite regularly in my own area as well, that traffic is said to flow more freely when traffic lights do not work. I have major reservations about that argument. At the same time, initiatives are being put in place to keep traffic flowing. I will have a look at what my hon. Friend says, but we should be very cautious about removing traffic lights, as they are a key ingredient in road safety.

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

No one in Yorkshire would mind paying the fares on a good trans-Pennine link. Indeed, Ministers have already said that they will be using that sort of transport tomorrow—I hope that they will stop off in Huddersfield to celebrate the centennial of Harold Wilson’s birth, which is tomorrow. We would not mind paying the fares if the delivery of the service were fast, efficient and comfortable.

[Andrew Jones]

The hon. Gentleman has forgotten the investment that is being made, the improvements that are coming through the franchise for the east coast main line and for the trans-Pennine line, and the significant enhancements for Huddersfield, including the London connections.

[Andrew Stephenson (Pendle) (Con)]

Will the Minister join me in welcoming the fact that, thanks to the Government’s action to cap rail fare increases, wages are now rising faster than fares for the first time since 2003?

[Andrew Jones]

My hon. Friend makes as wise a point as ever. We are trying to ensure that regulated rail fares are affordable. What we are seeing is a wide range of tickets on offer, including some very low-priced fares, which can be bought in advance. That allows more people to travel by rail. We only have to look at the growth in passenger numbers to see how that is working.

[Jim Shannon (Strangford) (DUP)]

The number of bus and rail passengers in Northern Ireland has fallen. I know that London is the exception, but outside London, numbers have fallen as well. Fifty-seven per cent. of commuters travel by car. What steps can the Minister take to encourage more people to cycle or walk to work, where possible, promoting healthier lifestyles and reducing the carbon footprint?

[Andrew Jones]

An element of the road investment strategy is to promote cycling and we also have the cycling and walking investment strategy, which has already been mentioned.

[Mr Speaker]

I call Bob Blackman. Not here. Where is the chappie?

--- Later in debate ---

[Craig Tracey (North Warwickshire) (Con)]

7. What steps he plans to take to ensure that rural communities have access to regular bus services.

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

We are very aware of the importance of bus services to rural communities and, in recognition of that, we were able to protect the bus service operators grant funding as part of the spending review last year. The Government paid out some £250 million last year to support bus services in England through BSOG, of which around £40 million is paid directly to local authorities.

[Craig Tracey]

Will the Minister agree to look into the provision of buses in the rural part of my constituency for local students travelling to school compared with national averages, and advise on how we can improve that?

[Andrew Jones]

All children aged between five and 16 qualify for free school transport if they attend their nearest school and it is sufficiently far from their home. The decision to provide additional services will be a matter for the local authority and some do, such as the Staffordshire scheme for those aged between 11 and 19. There is obviously an issue that concerns my hon. Friend and I will be happy to meet him to explore the issue further and to try to help.

[Derek Twigg (Halton) (Lab)]

One section of our population that is particularly disadvantaged by poor bus services, both rural and urban, is young people, who are also hit by the cost of travelling. What are the Government doing to help young people access transport and to help them with the cost?

[Andrew Jones]

There is a mixture of support through national and local government. Individual local authorities decide their funding priorities, but local authorities in England have spent an average of £330 million a year over the past three years supporting bus services, and 42% of bus income comes from public funds. I have already talked about BSOG support nationally.

[Antoinette Sandbach (Eddisbury) (Con)]

Will the Minister consider rural bus service provision in Eddisbury, where cuts to bus services have meant that apprentices cannot access apprenticeships and college students cannot get to the local college without having to take two buses? May I invite the Minister to meet me to discuss that?

[Andrew Jones]

I will be happy to meet my hon. Friend. Access to bus services is very important, and that is especially true when it facilitates people’s access to work.

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

Government tax makes up 70% of the cost of fuel. Does the Minister agree with the Scottish National party that there should be a continued freeze on fuel duty and that that will help to control the cost of bus services in rural areas?

[Andrew Jones]

Fuel duty might well be something for the Chancellor to consider rather than me, but I can highlight the bus service operators grant, which used to be called the fuel duty rebate and provides a 34.57p subsidy per litre of fuel used. We are supporting bus companies and local authorities through that mechanism.

[Lilian Greenwood (Nottingham South) (Lab)]

Subsidy for all 118 supported bus routes in Oxfordshire is being withdrawn and, earlier this week, I travelled on the popular 215 service along with the excellent Labour and Co-operative councillors for Witney and Chipping Norton, who are campaigning to protect their local bus networks. Will the Minister join me in welcoming the fact that some additional funding has now been secured for local transport on a cross-party basis and does he agree that when the buses Bill is published, it must address the severe challenges facing rural bus services, including in the Prime Minister’s constituency?

[Andrew Jones]

I remind the hon. Lady that she was busy saying that we were going to completely cut and lose BSOG, but it has been protected. I am always pleased to hear that local authorities are supporting their bus services, because I value the role that buses play in local communities. We should be supporting local authorities in deciding their funding priorities.

[Mr Jim Cunningham (Coventry South) (Lab)]

8. What funding his Department is providing to help refurbish railway stations.

--- Later in debate ---

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

Demand for driving tests has increased and with it waiting times. The Driver and Vehicle Standards Agency is recruiting more examiners, improving its forecasting model to better match resource with demand, and redeploying examiners from lower-wait centres to those with higher waiting times.

[Callum McCaig]

Motorcyclists face a particular and perennial problem at the Cove driving centre in my constituency, because the motorcycling manoeuvre area is regularly covered in moss. Will the Minister look into that matter and make sure that every effort is being taken to ensure that motorcyclists are not disadvantaged?

[Andrew Jones]

I will certainly will look into that matter and respond to the hon. Gentleman.

[Tom Pursglove (Corby) (Con)]

What assessment has the Minister made of email cancellations? I have been made aware of a number of cases where people have received them just minutes before tests were due to start. I would be interested to know the impact that is having on waiting times.

[Andrew Jones]

I will look into that. The challenge faced by the DVSA is one of increasing demand. Nationally over the past few months, 181 new driving examiners have started work, 70 people are either currently attending or booked to attend new entrant training courses, and 38 have been offered posts. The DVSA is, therefore, responding with more people, but it also needs to respond in a customer-friendly way. My hon. Friend makes an important point and I will look into it.

[Steve Double (St Austell and Newquay) (Con)]

T1. If he will make a statement on his departmental responsibilities.

--- Later in debate ---

[Richard Burden]

On a different but also topical subject, I was in Kent yesterday talking to businesses that had felt at first hand the traffic chaos surrounding 32 days of Operation Stack last year. I know that the Government are consulting on lorry parks and junction improvements for future years, but what are they going to do to prevent a repeat of last year’s scenes from occurring in 2016? I am not asking the Minister to tell me who he is meeting; I am asking him what the action plan is.

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

Operation Stack is a critical part of controlling access to the ports and trying to make the ports flow more smoothly. We had exceptional circumstances last summer, with strikes as well as challenges over migrants closing the tunnel. The Operation Stack proposals, which are effectively to create an off-the-highway holding area, represent a significant investment; it is a £250 million project. The closure of the consultation is only a few days away. I have met Highways England and local providers of highways, and we are working on what we can do in the short term. I will keep local Members informed of that progress.

[Julian Knight (Solihull) (Con)]

T2. On 4 February this year, hundreds of my constituents were gridlocked on the M6 and the M42 for an entire day following an accident. Would the Minister meet me to discuss lessons to be learned from that day of chaos and examine proposals to open the M6 toll for free or for a nominal charge, but only when such crisis situations occur?

Northern Transport Strategy

Andrew Jones Excerpts

Monday 7th March 2016 Written Statements

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

Today, jointly with Transport for the North (TfN), we are publishing the first annual update report on development of the Northern Transport Strategy.

The report sets out progress across the full range of the transport strategy, covering roads, rail, smart and integrated travel, freight, international and strategic local connectivity including:

the emerging options for the Northern Powerhouse Rail network linking the north’s major city regions;

an implementation plan for Smart North—the programme to deliver simplified fares, integrated ticketing and improved online passenger information across all the north’s public transport;

findings from the ongoing roads strategic studies in the north; the North Trans-Pennine Routes (A66/A69), the Manchester North West Quadrant (M60) studies, and the Trans Pennine Tunnel Study into the options for a new all-weather link between Greater Manchester and Sheffield City Region, including a new tunnel under the Peak District National Park.

The report also summarises the initial findings of the Northern Powerhouse Independent Economic review, commissioned by TfN, and sets out TfN’s aim to become the first statutory sub-national transport body to be established under the Cities and Local Government Devolution Act 2016, so that the north of England can speak to Government with one voice on its transport priorities.

Preparation of the report has been led by TfN, working closely with the Department for Transport, Network Rail, Highways England, HS2 Ltd and the National Infrastructure Commission.

This report marks the achievements of TfN in its first year, towards investing in transport to transform economic growth in the north, and rebalance the UK economy. The Northern Powerhouse cannot be built overnight, it is a long-term plan to which this Government are fully committed.

The full report can be found on: www.gov.uk.

[HCWS585]

Driving Instructors (Registration) Bill

Andrew Jones Excerpts

Friday 4th March 2016 Commons Chamber

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

I congratulate my hon. Friend the Member for Southend West (Sir David Amess) on his remarkable success in getting the Bill this far. He has steered it very well. He mentioned the Committee stage, which managed to last an entire 14 minutes. Approval for the ideas he brings forward is very clear, and I hope to see the Bill making it on to the statute book shortly. The Government support the Bill.

I shall be relatively brief and expeditious. Let me first confirm that, in my view, the provisions of the Driving Instructors (Registration) Bill are compatible with the European convention on human rights. Thanks to the great efforts of my hon. Friend, we are now aware that paid driving instruction in Great Britain has been regulated for many years—in fact, since the 1960s. It is therefore unlawful for a person to carry out paid driving instruction unless they are registered as an “approved driving instructor”, commonly known as an ADI. To become a qualified ADI, an instructor must take and pass a three-stage process. There is a purpose to the legislation, which is to ensure that an instructor is sufficiently qualified to deliver a robust standard of instruction to learner drivers and, through that, help to preserve road safety by making sure they become safe and responsible drivers.

The regime to control the process is proportionate. We need look only at our country’s record on road safety to see the contribution that ADIs have made; indeed, other countries look at our record with some envy and have sought to replicate our system. As my hon. Friend made clear in Committee, however, some of the legislation is out of date and due for a change. That, of course, is why we are here today.

My hon. Friend has identified two quite simple changes that can be made to the legislation to bring it up to date and make it more reflective of current work practices, without compromising instructor standards. As he has pointed out, driving instructors are primarily small businesses, often operating individually or perhaps as part of a smaller franchise arrangement. These simple provisions will provide benefits of a deregulatory nature for a group of small businesses, which is entirely in keeping with the Government’s intention to remove barriers to business.

The two ideas are quite straightforward. The first is to help people back into the industry through the removal of the requirement to redo their full three-part qualification. Last year, 2,500 ADIs allowed their registration to lapse, but only 1%—just 25—applied to requalify. I am sure that, had the requalification process been simpler, more would have tried to re-enter the industry. The requalification process will be reduced from a 34-week process to a six-week one, which is a very significant change.

The second idea relates to voluntary removal from the register and then re-entering via the updated, simplified procedure. Last year, 610 ADIs asked to be removed from the register because they had other commitments. The registrar cannot, however, legally do that because ADIs can be removed only for reasons relating to conduct, competence or discipline. If someone is taking a career break to be a carer or to bring up a family, having one’s competence challenged or being made subject to a disciplinary procedure seems entirely unfair. It does not reflect what is happening in people’s lives or careers, which is why we need to make the change.

As the Minister with responsibility for road safety, I am reassured that the Bill will not lower standards and will not compromise road safety; it will merely simplify access to the profession.

[Lilian Greenwood (Nottingham South) (Lab)]

I did not have the opportunity to ask this question earlier, so I would like to ask the Minister now. Clause 5 enables the Secretary of State to use regulations made by statutory instrument to

“make such provision as the Secretary of State considers appropriate in consequence of this Act.”

That sounds rather broad, so will the Minister clarify the circumstances in which the provision might be used?

[Andrew Jones]

Yes, I think the clause provides consequential amendments to flow through the idea and basic concepts of deregulation and ease of process through other aspects of parliamentary business, as required. It is quite straightforward and does not change things; it simply follows it all through. If I am wrong, I will of course write to the hon. Lady, but that is certainly my reading of the clause.

We have two simple measures in front of us this morning, which will provide flexibility and financial benefits for the industry. I am very pleased to give the Government’s support to the Bill, and I hope that it receives a Third Reading.

Road Routes to the South-West

Andrew Jones Excerpts

Tuesday 1st March 2016 Westminster Hall

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

It is a pleasure to serve under your chairmanship this afternoon, Mr Gray.

Let me start by congratulating my hon. Friend the Member for Tiverton and Honiton (Neil Parish) on securing today’s debate about upgrading road routes into the south-west. He has been a diligent campaigner on the issue for a considerable time. I was pleased to visit the area last August and to have him drive me down the A303, the A330 and the A30. There could not be a more stellar guided tour than the one he delivers. That visit brought home to me the importance of the lesson we learnt a few years ago: that the south-west needs resilience in its road network. Transport is a key driver of the economy, and an improved network will not only enable better journeys but boost growth. Last year the Chancellor noted that although the south-west accounts for 8.4% of the UK’s population, it accounts for only 7.5% of its economic output. A major reason for that is that the south-west has to put up with slow, unreliable journeys on congested roads, especially between the region and the south-east of England. If the south-west is not to fall further behind, major road investment is needed.

Many hon. Friends have highlighted clearly the importance of road investment in their areas. I was asked specifically about timing, and I will come on to that as I address some of the schemes. In December 2014, the Government launched the road investment strategy, outlining how £15.2 billion will be spent on our strategic roads between now and 2020-21. That is the biggest upgrade to our strategic roads in a generation. Within the strategy, the Government announced that they intend to upgrade the remaining sections of the A303 between the M3 and the A358 to dual carriageway standard. We are also creating a link from the M5 at Taunton to the A303, as part of the long-term commitment to create a new expressway to the south-west, connecting the M3 through to the M5 at expressway quality.

We intend to start the process with three major improvements as part of the A303-A30-A358-corridor package of commitments. The £2 billion budget, which is for only those commitments—it is not the overall budget for the south-west—will help to deliver much-needed resilience for the region. Part of that work has to address the iconic and historically important site of Stonehenge. My hon. Friend the Member for Salisbury (John Glen) has raised that issue with me many times, with his customary tenacity and command of detail. We will build a tunnel at least 1.8 miles in length, to preserve the world heritage site at Stonehenge.

[John Glen]

I am extremely grateful to my hon. Friend for giving way. There seems to be some ambiguity concerning the process at this time, given that Highways England is examining alternative routes. Will the Minister clarify the purpose of that evaluation?

[Andrew Jones]

It is always appropriate to consider options broadly to ensure that the scheme is absolutely the right one, but there is no doubt whatsoever here; we are committed to delivering a 1.8-mile tunnel at Stonehenge. Our objective is to be able to stand at the stones and not see cars. The tunnel will transform the experience of that important part of our national heritage, and at the same time remove an environmental problem and a traffic problem. We should not, however, confuse the development consent order process requirement to show that different options have been exhausted with reneging upon our commitment. That commitment is strong, and we are working on it closely with environmental and heritage groups. The scheme has strong support from the National Trust and English Heritage; I have met with them at the stones and discussed the issue with them.

On timing, there will be a formal consultation on the scheme early next year. It will go through the development consent order process—part of the planning process—in 2018. We would expect to start works on the scheme in early 2020. We have to get that right, but I hope that that timing provides some comfort.

[Dr Murrison]

I listen to the Minister’s remarks with great interest. Does he agree that it would not be helpful if we sorted out the extraordinarily difficult conundrum of Stonehenge, which will be incredibly expensive, and yet did not deal with low-hanging fruit? I am thinking particularly of the village of Chicklade, since the problem will simply be shunted further west.

[Andrew Jones]

That is a valuable point. The scheme is not the only one we are considering for the area. When we consider schemes, they are in a network, and if one part of the network is changed there are consequential implications that we have to work through. I am conscious of time, so I need to press on rapidly.

We will dual the A303 from Sparkford to Ilchester and the A358 from Taunton to Southfields to deliver quicker, safer and more reliable journeys. Concerning the timing, we will begin the public consultation on the Sparkford to Ilchester section and on the A358 enhancements later this year, with Highways England set to make a recommendation to the Government in 2017.

[Neil Parish]

I very much welcome what has been said about upgrading the A303 all the way through to the A358, but one of the purposes of the debate was to talk about from Ilminster to Honiton, which the Minister seems to have failed to mention—

[Andrew Jones]

As yet.

[Neil Parish]

As yet. [Laughter.]

[Andrew Jones]

Much as I enjoy my hon. Friend’s speeches, I say to him, “Give me a chance here.” I am conscious of the time.

On the scheme for the A303, we expect to get a development consent order in 2018 and to start works in early 2020. The importance of that scheme was mentioned to me by my hon. Friend the Member for Taunton Deane (Rebecca Pow), who highlighted its economic impact on her constituency.

Let us take the A303-A30 section between Southfield and Honiton, in which my hon. Friend the Member for Tiverton and Honiton is particularly interested. I was very grateful for the guided tour he gave me in the summertime. I recognise that large-scale improvements are overdue, but this is a sensitive area. Highways England is working with Devon County Council—they are meeting later this week as part of their regular dialogue. We have not forgotten the route, but the topography and the protected landscape surrounding it in the Blackdown hills is sensitive. I also acknowledge the safety record on that stretch of single carriageway. All the points that my hon. Friend made about it are true and the matter is being considered. It is not part of our first round of schemes, but it is not off the agenda; it is being worked up, with local input, and I hope that he will continue to have an input into that.

I must mention some other schemes that we are undertaking in the area. We are investing in dualling the last single-carriageway gap on the A30 into Cornwall. We will have an expressway-standard road running all the way from Exeter to Camborne. On timing, we will have a public consultation this year. I anticipate that Highways England will make a recommendation to the Government in about a year’s time, and that there will be a development consent order in 2018, with works starting in early 2020.

Those are, however, not the only schemes that we are developing in the area. We have the new junction of the M49, to provide access to the enterprise zone at Avonmouth, and we will start works on that in 2017. There are other enhancements along the M5, particularly with a view to unlocking development sites at Hinckley Point. A significant amount of work is taking place. We are addressing pinch points, such as the Air Balloon roundabout.

It is not as if we are just starting work; work is already under way. It was great to come down to Devon only last Monday to open the south Devon highway, which connects Newton Abbot and Torbay. That marvellous and significant project had a great response from local councils and communities. We are also, of course, working on the A30 Temple to Higher Carblake section. When I visited last summer—my goodness, that was a properly wet day; perhaps Cornwall has more than one of them.

[Scott Mann (North Cornwall) (Con)]

Will my hon. Friend give way?

[Andrew Jones]

I have about 30 seconds left, so perhaps my hon. Friend will forgive me if I do not.

We are working with local partners throughout the schemes. The north Devon link road is an important project. The Government have provided £1.5 million to help develop the business case and we will continue to look at that. Members are right to champion that project. The north-south access from Dorset is clearly overdue. I have met with local enterprise partnerships and councils in the area and we have a further meeting planned to discuss the issue. We are already on the case, and Highways England, the Department for Transport and local authorities are working on it. We are not changing the road investment strategy’s content; our question now is about delivering it.

Road safety was mentioned. Road safety is at the heart of the road investment strategy and we published our road safety statement in December last year.

There might have been other points. I am not sure whether I have addressed all the points; if I have not, I will write to colleagues.

Driving Instructors (Registration) Bill

Andrew Jones Excerpts

Tuesday 1st March 2016 Public Bill Committees

[The Chair]

With this it will be convenient to discuss clauses 6 and 7 stand part.

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

It is a pleasure to serve under your chairmanship for the first time in this capacity, Mr Crausby. I congratulate my hon. Friend the Member for Southend West on introducing this Bill to simplify the arrangements for driving instructors. As he has pointed out, some of the legislation and rules for the industry are simply out of date and due for a change, and some do not reflect current working practices and are unfair on ADIs.

There are two big ideas in the Bill. The first is to help people back into the industry through the removal of the requirement to redo the three-part qualification. Last year, 2,500 ADIs allowed their registration to lapse but only 1%—just 25 ADIs—applied to requalify. I suspect that number would increase if we removed the barrier to re-entry that they currently face. It would save time, taking the requalification process down from 34 to six weeks. That significant change would allow ADIs to recommence their careers much more easily, and the time saved could be spent earning a living and helping more people to achieve their driving licence.

The second idea is voluntary removal from the register and the updating of procedures to help ADIs. Last year, 610 ADIs asked to be removed from the register as they had other commitments, but legally the registrar cannot do that; they can be removed only for reasons of conduct, competence or discipline. That is utterly unfair and does not reflect what is happening in people’s lives and careers. The change to the rules is therefore very positive. The Government support the Bill and will continue to do so as it progresses through this House and the other place.

Question put and agreed to.

Clause 5 accordingly ordered to stand part of the Bill.

Clauses 6 and 7 ordered to stand part of the Bill.

Question proposed, That the Chair do report the Bill to the House.

[Sir David Amess]

Thank you, Mr Crausby, for your patient chairmanship of the Committee, even though it has not lasted long. I thank the Doorkeepers and the Hansard reporters for the support they have given to the Committee. I thank all colleagues who have made the effort to be here in very large numbers this morning to celebrate and put a smile back on the faces of driving instructors. I also thank the Clerk, without whose guidance we would not have been able to function so well as a Committee.

[Andrew Jones]

I would like to build upon the point made by my hon. Friend by thanking you, Mr Crausby, the Committee as a whole and all the staff for their help. I should also put on the record my congratulations to my hon. Friend on getting the Bill this far. I look forward to seeing it on the statute book in the near future.

Question put and agreed to.

Bill accordingly to be reported, without amendment.