Public Transport (Greater Manchester)

Andrew Jones Excerpts

Tuesday 21st July 2015 Commons Chamber

[Jonathan Reynolds]

indicated assent.

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

indicated assent.

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

I congratulate the hon. Member for Stalybridge and Hyde (Jonathan Reynolds) on securing this debate about public transport in Greater Manchester. There are so many positives to this subject that it provides a fitting conclusion to our business in the House this afternoon.

There is a vibrancy to the city of Manchester and the surrounding area, which transport investment has helped to create. Last year there were 267 million public transport journeys in that area, linking people with jobs, services, shops, leisure opportunities, and of course friends and family. It is an issue on which we and partners in Greater Manchester agree, recognising the intrinsic link between transport and growth, targeting our joint resources at locally determined priorities, and revolutionising the relationship between Westminster and those best placed to take—and be held accountable for—local investment decisions.

Because Greater Manchester has a track record of strong governance and effective delivery, the Government have supported it with investment and the devolution of powers. That has delivered the largest public transport investment programme outside London, and placed Greater Manchester at the heart of the northern powerhouse.

Local leaders have expressed their support for what is happening. They are very positive, although I did not always catch that tone of positivity in the speeches of some hon. Members who spoke earlier. This is a golden time for public transport investment, not just in Greater Manchester but across our country, and Greater Manchester is showing the way. Other areas are looking at what it is achieving with some envy.

Let me mention some of the revolution that has taken place in public transport in Greater Manchester in recent times. I remember clearly the opening of the first phase of Metrolink between Bury and Altrincham in 1992, and it has continued to grow. The extension to Greater Manchester airport was delivered last year ahead of time and on budget. In between those two milestones, we have seen Metrolink lines opened to serve Ashton-under-Lyne, Chorlton, Droylsden, East Didsbury, Eccles, Media Village, Oldham, Rochdale and Wythenshawe. Metrolink is now the largest light rail network in the UK with 60 miles of track, 92 stops and—

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

[Andrew Jones]

Metrolink will see investment of more than £240 million in 120 new trams by 2017: it will be brighter, more spacious and reliable. It is also hugely popular with the travelling public, with more than 31 million passenger journeys last year and we expect that figure to reach 40 million by the end of the decade.

Work is now under way to develop a further line to the Trafford centre—a key element of our devolution deal with the Greater Manchester combined authority, which gives it control of a reformed “earn back” deal for 30 years, giving it the certainty needed to invest in that and other schemes. Hon. Members have talked about growth in the network. I am all in favour of growth, but it will be determined locally and supported nationally.

It is not just Metrolink that is seeing investment rise and passenger numbers grow. That is also happening on the rail network. Successive Governments have failed to invest properly in our rail network, much of which dates back to the Victorian era. When the Government came to power, we faced a choice between putting a brake on growth and opportunity and cutting investment, or investing in public transport to drive growth. The Government chose to invest for the future.

[Chris Green (Bolton West) (Con)]

I congratulate the hon. Member for Stalybridge and Hyde (Jonathan Reynolds) on securing this vital debate.

The Farnworth tunnel in Bolton is being expanded to provide the capacity needed for the electrification of the rail line from Manchester, through Bolton and on to Preston. Does my hon. Friend agree that that shows our commitment to improving public transport in Greater Manchester?

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[Andrew Jones]

I certainly do agree with my hon. Friend, who makes a timely intervention. Only yesterday the giant tunnelling machine was named “Fillie” by a local schoolgirl who has links with the area. The tunnelling machine being used for the Farnworth tunnel is greater in scale than those used on Crossrail, so this is a significant investment.

Rail is a big success story. Our rail industry is struggling to cope with the scale of passenger demand. Over the last 20 years, passenger numbers have grown from 750 million to 1.6 billion. In Greater Manchester last year there were 25 million rail journeys, compared with just 22 million five years ago and 18 million 10 years ago. Rail is vital to the local economy, and more and more passengers are using Manchester Piccadilly, Victoria and Oxford Road. Town centre stations, such as Stockport and Bolton, remain among the busiest in the Greater Manchester area, and that is excellent news. But passenger growth needs to be provided for, and the rail network in Greater Manchester needs investment to improve people’s journeys and to support economic prosperity. That is why the investment in the northern hub has been so important—something that Greater Manchester and the north have called for for years. It was supported across parties and regions—I am a Yorkshire Member, but I heartily supported that investment and lobbied for it in the last Parliament.

The northern hub is a significant scheme and commitment that will deliver better journeys, modern trains and more seats, including electrification between Manchester and Liverpool, with new trains and quicker journeys. Further electrification is under way between Manchester and Bolton and, further afield, planned between Blackpool and Preston. The magnificent redevelopment of Manchester Victoria station and the provision of a fourth platform at Manchester airport station have been completed.

We have also seen the reopening of Todmorden curve, which is providing a direct link between Manchester and Burnley for the first time in 40 years. As hon. Members mentioned, most importantly and popularly, the outdated Pacers will disappear from the north’s railways. I am aware of Pacer trains, as they serve the Leeds-Harrogate-York line and I catch them most weeks—indeed, I think most colleagues representing northern constituencies are aware of them. They are disappearing, and that was part of the invitation to tender in the franchise process.

Several hon. Members mentioned their concern regarding the recent announcement of the pause on trans-Pennine electrification. That is most certainly very disappointing. An improvement in the area’s rail links is critical, but it is because it is critical that we have to get a grip on Network Rail’s management of the work. We cannot tolerate cost overruns on the scale last seen on the west coast main line upgrade. The Transport Secretary has taken action to reset the programme and to get it back on track. This includes pausing the work on midland main line electrification and north trans-Pennine electrification east of Stalybridge, but let me be absolutely clear: this is a pause; it is not a stop. This is about getting the project back on track. To do that, we have a new chair of Network Rail, Sir Peter Hendy, who has a proven track record of delivering on major transport challenges. He will report in autumn to the Transport Secretary on how that will be achieved.

The hon. Member for Worsley and Eccles South (Barbara Keeley) talked about work on rail in her constituency. That work is not paused. The area of trans-Pennine investment in northern electrification that is paused is to the east of Stalybridge. If she would like any further information, I am of course more than happy to help to provide it after the debate.

[Barbara Keeley]

The uncertainty is twofold. I mentioned the excellent friends groups. The Minister should take them into account in terms of the expansion of passenger numbers, because they do a great job in letting people know about rail services. They are constantly frustrated by Network Rail, because it has not been willing to talk to them or to consider timetable changes. Nothing moves for them in terms of getting the better services through these stations. If there is to be a report, these local aspects of our urban services really need to be looked at, too.

[Andrew Jones]

I agree that friends groups across many parts of the north do a very valuable job and the hon. Lady is right to highlight that. In terms of having a responsive rail service, part of that is having franchises that generate growth. Of course, the previous Northern franchise was a no-growth franchise. Her basic point, however, about listening, communicating with the public and supporting those seeking to drive public transport usage is clearly appropriate.

Let me be absolutely clear: this is a pause, not a stop. Even without electrification, we will see significant improvements to rail in the north. On trans-Pennine services between Leeds and Manchester, there will be better journeys, more modern trains and additional capacity as part of the new franchise. The new franchise arrangements will be awarded later this year, to come in from April next year. To put to one side any concerns hon. Members may have, let me say that the budget for rail enhancements remains intact.

There is one huge rail project that has not yet had a mention in the debate: HS2. I have to mention it, because it will have a significant impact on public transport in Greater Manchester. We are committed to building the full Y network of HS2, including building the line from Birmingham to Crewe earlier. There is more work to be done on further analysis and final decisions on the preferred route. We are also looking at the case for accelerating construction of the Leeds to Sheffield part of the line. HS2 will transform north-south connectivity throughout our country and cut journey times. For example, the journey time between Manchester and Birmingham will be cut to 41 minutes—currently it is one hour and 28 minutes—which is a saving of 47 minutes.

The point, however, is not really about speed, but capacity on the network. We have not built a railway line north of London in our country since the reign of Queen Victoria. Indeed, our railway network is only a fraction of the size it was. The Beeching cuts might have been appropriate at the time—they were before I was even born—but they might not look quite so right now. We have failed to invest historically in our rail infrastructure, and HS2 is a part of correcting that.

[Jonathan Reynolds]

I am grateful to the Minister for mentioning HS2, of which many in the Chamber are firm supporters in the light of what it will bring to Greater Manchester. I say to him, however, that because a project of that size has a high price tag, it often arouses public cynicism about whether it is worth the money. It would be a grave problem as regards public opinion in Greater Manchester if the work was seen to proceed without trans-Pennine electrification being reinstated and a clear date being set for completion. From representations I have had, I think that could be a significant problem. I wanted to highlight that to him in good faith because I think he will appreciate the point I am making.

[Andrew Jones]

I do indeed appreciate the points being made—they have been made to me before—but as regards investment in our classic rail network and in HS2, I make the point that it is not one or the other; it is both. Progress on both needs to happen in parallel. I hope that reassures the hon. Gentleman and those who have contacted him.

The huge increase in capacity that HS2 will deliver will transform rail connections around our country, but even that will not be enough. Many rail journeys in the north, particularly east-west journeys, are too slow, too infrequent and suffer from unacceptable overcrowding, which has put people off using our rail network and certainly discourages development of city-to-city connections and business. The Government are determined to improve the situation, and we will do this in partnership with the north.

In the Budget, the Chancellor allocated £30 million to Transport for the North, which will act as a single voice for the whole of the north and work with us to identify the strategic transport investment priorities across the entire region. It is fantastic that we are seeing far more devolution. We should be working on the principle that decisions affecting local services should be taken as near as possible to where those services are delivered, so that they are more tailored to local needs. Incidentally, that devolution in transport is mirrored by other areas of devolution and is very encouraging and long overdue.

I would like to say a little about local transport. Most journeys in Greater Manchester are local and often less than 5 miles. We have invested heavily, alongside Greater Manchester, through our local major scheme budgets—the local sustainable transport fund and the cycle city ambition grant—and most recently with the local growth deals through which more than £500 million has been provided to support local transport investment, including improvements to the Bolton to Manchester bus corridor; enhancements to Salford central station; and new transport interchanges in Ashton and Stockport; plus, of course, the new trams for Metrolink.

Most journeys by public transport in Greater Manchester are by bus. In 2014, out of the 267 million public transport journeys I mentioned earlier, 211 million were on the bus network. Buses are vital. I am a huge champion of them. They are part of the answer to our public transport challenge. As the hon. Member for Stalybridge and Hyde mentioned, unlike with Metrolink and rail, passenger numbers are not growing and, despite significant investment in facilities and vehicles, have continued to decline. Greater Manchester has ambitious plans to arrest this decline, and it is right that areas with ambitious plans to grow and develop should be given the powers they need to promote an integrated transport system.

We signed a groundbreaking devolution deal with Greater Manchester last year in which we committed to providing it with powers to franchise its bus services, and we will legislate to make this deal a reality. The hon. Member for Blackley and Broughton (Graham Stringer) asked about the timing. I will have to check with the Leader of the House, but I am expecting a bus Bill to come through the House later this year. Areas such as Greater Manchester that are given the powers to franchise their services will be able to better integrate buses with other public transport modes and plan services to link with new developments or regeneration projects.

Franchising will provide local areas with the opportunity to introduce more Oyster-style smart ticketing—not necessarily the exact same technology—to improve service for passengers. It is a powerful tool for making public transport more attractive by making it more convenient and removing some of the barriers that people encounter in switching from one mode of transport to another. Smart ticketing integrates bus, train and tram journeys, driving convenience. Our aim is for public transport in Greater Manchester and across the north to become more convenient and attractive and for it to build on the enormous growth in demand that we are seeing. We know that a better transport system supports economic growth.

Before I finish, I would like to add that although this debate has focused on public transport, we are by no means neglecting the motorist. We have incredibly ambitious plans for our road network up and down the country. Specifically in Manchester, the M62 will provide a continuous four-lane smart motorway to Leeds. Similarly, the M60 between junctions 8 and 18 is being improved and will become a smart motorway. The south-east quadrant of the M60, between junctions 24 and 4, is also being upgraded.

[Barbara Keeley]

I understand that the Minister is taking a very positive outlook in his speech, but I should tell him that the M60 smart motorway roadworks are an out-and-out disaster, causing my constituents and many others to be kept awake at weekends and leading to great delays. I am happy to seek an Adjournment debate to tell him about it at much greater length, but we have got two years of torment ahead of us, so please can he not adopt such an optimistic outlook?

[Andrew Jones]

I am somebody who is generally a glass-half-full person. I find it reasonably difficult not to take quite a positive tone and, as I have just gone through the significant transport investments and the progress being made in Greater Manchester, I am feeling relentlessly cheerful, so I am not entirely sure that I can change the tone with which I operate. However, I nevertheless agree that it is unsettling and causes problems when we have roadworks. I regularly use the M1, about 40% of which has seen the introduction of smart motorways, and I have not yet found a way—and nor has Highways England—to work on the roads without having some roadworks.

[Barbara Keeley]

Will the Minister therefore accept my invitation to come along and tour the bit of the M60 motorway that goes through my constituency—we have three motorways in my constituency; I am really lucky—so that I can show him the extent of the disruption and the problems caused for my constituents? I would be happy to do that.

[Andrew Jones]

I have some knowledge of the area, having driven along that road only very recently, and there is indeed a challenge. I recognise the difficulties—I do not mean to make light of them—and we see that all over the country where road works are taking place. We are in the middle of a huge period of road investment. We are seeing a tripling of the budget in our first road investment strategy and we will be opening the process for the second road investment strategy—RIS2—later this year. Delivering such a significant scale of investment will cause some disruption. I am certainly keen to hear from colleagues about the challenges they are facing locally, and I will be taking them up with Highways England, but we need to get through this period. In part, this goes back to the long-standing failure to invest in our transport infrastructure over decades. We are playing catch-up and it is not at all straightforward.

Hon. Members have asked about the powers and the finances to deliver our ambitions. This Government are driving devolution and investing in public transport in record numbers. I would say gently to hon. Members that they are pushing at an open door. This Government are buying the idea that transport investment is a driver of economic growth—a regenerator of communities—and has a positive social function. Devolution is taking place in an unprecedented way. I hope that provides some comfort to hon. Members.

In summary, I hope I have been able to demonstrate just how important public transport in Greater Manchester is to this Government. We are committed to working alongside Greater Manchester in delivering the improvements that it decides are the most important for its economy, its residents and its future.

Question put and agreed to.

Severn Bridges (Tolls)

Andrew Jones Excerpts

Tuesday 21st July 2015 Westminster Hall

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

It is a pleasure to serve under your chairmanship again, Mr Gray. I congratulate the hon. Member for Newport East (Jessica Morden)on securing this debate about tolls on the Severn crossings. It has become extremely clear, from contributions from hon. Members on both sides of the Chamber, just how important the crossings are to the economy of Wales and to the whole of the west of England. The argument has been made very strongly, particularly with reference to the high volumes of people crossing for tourism or for the manufacturing industry, reflecting key strengths of the Welsh economy.

I am pleased to respond to this Adjournment debate on a subject of great importance to the hon. Lady and her constituents. I know that she has campaigned on the matter for a considerable time. I was quite surprised, but very pleased to find the interest from right across the UK. Lessons from different parts of the UK can always be considered. I was also delighted to hear colleagues argue for less cost on business as a driver of economic growth. That is music to Conservative ears. I also recognise how it links firmly with the Government’s plans to drive infrastructure investment as a key lever of economic growth. I will just say a little, if I may, about how that will work.

The Government have announced increased funding to deliver improvements on our road infrastructure network targeted entirely at delivering economic growth. Our commitment to deliver a step change in our transport infrastructure was made clear by my right hon. Friend the Chancellor of the Exchequer in his statement on 26 June 2013, when he announced the conclusions of the spending review of that year. I am sure that everyone will be aware of the Government’s announcement on 1 December 2014 of the road investment strategy. As part of that strategy, the investment plan outlines how we will invest in the strategic road network between now and 2021 to make the improvements that will put us on the path to delivering all our long-term economic goals. In total, the Government are investing £15.2 billion in more than 100 major schemes, which will enhance, renew and transform the network.

Of course, the strategic road network is solely in England and roads are a devolved responsibility in Wales, but the Government have also provided the Welsh Government with the borrowing powers to fund the new M4 relief road, which I hope will address the congestion that has long plagued that section of the M4. I am highlighting that, because it shows one way of working together—the principle of partnership that I consider to be very positive and that will be most important as we take forward the Severn crossings and their future.

More than 220 million Severn crossings have been paid for since 1992, and traffic has increased by more than 50% over that period. More than 13 million crossings were paid for last year, which is a significant increase of 3.7% on the previous year. We should also note that those figures cover only crossings into Wales—people pay a return toll—and not journeys in the opposite direction. It is reasonable to surmise that the total traffic figures are double the recorded tolls, which highlights the importance of the crossings to the economies of both countries and the role the crossings play in strengthening the bonds that already exist between the two nations, which is of course a key objective of many parties in this House.

The hon. Member for Newport East has raised several issues regarding the Severn crossings, including the tolls that are charged for using them. As she knows, for decades successive Governments of all persuasions have held the view that crossings on estuaries should be paid for by the user, rather than by the taxpayer. They have taken that approach because of the outstanding savings in both time and money that such expensive infrastructure projects make possible. It is important to make that point at this stage, and it should be remembered.

I hesitate to provide a historical context, because I know that the hon. Lady is acutely aware of all the history, but it is relevant. The first Severn bridge was tolled when it opened in 1966 to pay for its construction, and it enabled a direct link from the English motorway network into Wales. However, it was not long before the first crossing operated significantly above its designed traffic capacity, and it became clear that further capacity would be required. In order to fund a second crossing, a concession agreement was signed with Severn River Crossing Ltd, which took on the operation and maintenance of the first bridge and the construction of the new bridge. The second bridge subsequently opened in 1996.

As is the norm with concession agreements, Severn River Crossing Ltd is authorised to collect tolls to meet its financial obligations. Those tolls are in place to repay the construction and financing costs of the second Severn crossing, to repay the remaining debt from the first river crossing and to maintain and operate both crossings, and the tolls form the company’s only source of income. The concession agreement was structured so that certain risks, such as costs relating to latent defects on the first crossing, were borne by the Government, rather than by Severn River Crossing Ltd. By taking on those risks, the Government were able to finance the construction of the second crossing and the maintenance of both crossings at much lower cost than they could otherwise have achieved. If those risks had been included in the concession arrangements, the tolls that users have paid for many years would necessarily have been considerably higher, which would have pushed back the concession further than the current projected end date of 2018.

Members have asked when the concession will finish. That will happen when it has achieved total income of £1.029 billion at 1989 prices, so it is not possible to give an exact date for when it will finish. We are able to project ahead based on current usage but, as I mentioned earlier, usage is going up, so the date may come forward.

[Jessica Morden]

Will the corporation tax cut have an impact? Does the Minister anticipate that that will bring forward the date when the concession ends?

[Andrew Jones]

The corporation tax cut should be viewed as part of a broader economic package to drive growth. The more economic activity we have, the greater the use of the crossings will be. The corporation tax rates paid by individual companies are not part of this process, but the overall activity that the Government are seeking to create through a vast focus on economic growth will certainly bring things forward, as more economic growth means more crossings, and more crossings mean more revenue, which means that the target will be reached earlier.

The Severn Bridges Act 1992 sets out the tolling arrangements and the basis for yearly increases in the toll rates. New toll rates are introduced on 1 January each year and are increased in line with the retail prices index using a formula that is then rounded up to the nearest 10p. I stress that the Secretary of State for Transport does not have the authority to reduce Severn tolls without amending primary legislation and obtaining the concessionaire’s agreement. The concessionaire is extremely unlikely to agree to anything that would affect its net revenue without compensation and agreement from its shareholders and lenders. That is a key point, because we are talking about what happens after the concession ends.

At the end of the concession, as everyone has noted, the crossings will revert to public ownership. As the Chancellor stated in his March Budget, once the crossings are in public ownership, VAT will no longer be payable on the tolls, which will be reflected in the toll prices. Members have asked for clarity on that, and I am happy to confirm that VAT on the tolls is going.

[Jessica Morden]

The Minister will know that, as the tolls go up automatically in 2016 and 2017, by the time the toll increases are applied in 2018, taking off the VAT will return the tolls to about £5.60, according to my back-of-an-envelope calculation, which means that about 90p will come off in two and a half years’ time. Does he appreciate that that is no great shakes?

[Andrew Jones]

Removing VAT will result in a significant cost reduction. Of course, like all Members, I would like cost reductions in all sorts of areas of our economy, but to say that VAT reductions are matters of great insignificance is simply wrong. It should be remembered that further reductions in tolls for some vehicle classes once the crossings return to public ownership were also announced in the March Budget. The Chancellor announced that, when the concession to toll the crossings ends, the higher toll rate for vans will be reduced to the same rate as for cars, which will be a significant benefit to smaller businesses on both sides of the crossings. So we are considering some toll reductions, which is significant.

Our intention is to continue tolling after the projected end of the concession in 2018 simply to recover the costs that have been incurred in relation to the crossings that fall outside the agreement. The current projection of those costs stands at £88 million. We have not made any decisions about the operation and tolling arrangements for the crossings once the current regime ends. The road investment strategy contains the Government’s commitment to working with the Welsh Government and others to determine the long-term future of the Severn crossings. The Under-Secretary of State for Wales, my hon. Friend the Member for Vale of Glamorgan (Alun Cairns), who is sitting next to me, has done excellent work in highlighting the economic impact that the toll reduction for vans and the VAT reduction will have on the area and in explaining the importance of the crossings overall. We have already met to discuss that subject, and I anticipate that we will meet again shortly.

[Stephen Kinnock]

The Minister says that the Government have not yet made a decision, and 2018 is not that far away. As hon. Members said earlier, business abhors a vacuum. Business needs certainty, and it needs to know where its costs will be. Can we please have clarity on when the decision will be made and why it cannot be made within a defined period of time?

[Andrew Jones]

Although 2018 is not that far, it is still three years away. Work on what happens next is under way. We are looking at a potential end date for the concession of around 2018. It is a financial target, rather than a fixed date, which means that we have a requirement to plan appropriately, and I will address that next.

[Jonathan Edwards]

As I said in reply to an intervention during my contribution, the Minister’s party in Wales is campaigning for the Assembly elections, which are less than a year away, on the basis that the Welsh Government will have control of the Severn bridges and that, under his party’s control, the costs will be reduced. He has clearly not made up his mind on the ownership of the bridges following the end of the concessionary period. Is it not the case, therefore, that the pledges his party is making in Wales are not worth the paper they are written on?

[Andrew Jones]

One aspect of devolved government, which is what we have now in the UK, is that the same party will hold different views in different areas, reflecting local circumstances. That happens throughout the UK, and I think that it is a positive rather than a negative that people are arguing, lobbying and making the case for their area. It happens, and we should get used to it, because it is here to stay while we have a United Kingdom with devolved Assemblies and Parliaments.

I mentioned that we have not yet made any decisions about the arrangements after the concession finishes, but the Government have been clear that we will need to make proper provision for the repayment of debt and for future maintenance.

[Nia Griffith]

I appreciate that we cannot expect to have all the answers today, and that there are difficult decisions to make and things to work out. However, can the Minister set a timetable in the very near future for when all those things will be done, so that come September, we will know what is likely to happen and when we are likely to get certainty? That is what we really want to know.

[Andrew Jones]

I cannot give the hon. Lady a final date, but I can tell her that that work has started and is taking place in the Department, with colleagues in the Wales Office. Let me leave hon. Members in no doubt that the Government are committed to the successful operation of the crossings. They are vital, and the economies on both sides have benefited greatly from their presence.

[Richard Burden]

I think that the Minister may inadvertently have misunderstood my hon. Friend’s question. She was not asking him when the Government will make their final decision; we understand that that will take some time. She was asking for a timetable or road map of the process whereby decisions will be made. Who will be talked to at which stage? Which agenda items will be discussed at which stage—the debt, toll levels, the technology, off-peak reductions? In the autumn, can the Minister give some kind of timetable for when those things will be considered?

[Andrew Jones]

I mentioned earlier that we are already committed by the road investment strategy to work with the Welsh Government, and we are more than happy to continue with all the strategy commitments. As I said, I have already started work with my colleagues in the Wales Office. I am expecting more work to be done over the summer and in the early autumn by my officials in the Department, and will be more than happy to share it more widely as we go forward, but I cannot yet give a specific date. However, it is work in progress, and we are starting that work. It will certainly involve wide co-operation and consultation.

[David T. C. Davies]

Can the Minister supply an answer in this debate to the questions about how much extra money the Government have received in VAT and industrial buildings allowance, and the costs of maintenance? If he cannot give those exact figures today, can he commit his Department to providing them before the autumn? Otherwise, I suspect that hon. Members might decide that they want to apply for another debate, and I will certainly support them if they do.

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[Andrew Jones]

The annual accounts for the Severn river crossings will be published shortly, and I will consider what other information can be made available. However, we must be a little cautious about hypothecating the amount of VAT raised, but on general principles of transparency, I am more than happy to supply that figure. I cannot stand here and give my hon. Friend large amounts of data this afternoon, but we will approach all investment issues on principles of transparency and collaboration, including data transparency.

Numerous questions were asked; I will answer some of them now. It was asked whether the Severn crossings could be handed over to the Welsh Government. I have absolutely no plan whatever to change ownership, but I have every intention of working together on future operation of the crossings. We will take that forward in partnership and consultation. The publication shortly of the annual accounts was mentioned. Many requests about consultation have been made. I am happy to commit to all that and to hear from all parties, including from local councils in the area and any local enterprise partnerships. The key point is that nothing has been decided. All policies are still under consideration.

Several colleagues mentioned technology. The opportunities presented by technology are significant, and it can make an enormous difference. I have started to consider whether we can take lessons from other free-flow schemes in our country, notably the DART tag scheme, which has made a significant time saving for commuters on the Dartford crossing. We are considering whether that could be used on the Severn. I am also considering whether it could be made collectable both ways; technology frees up opportunity, and I think that it would prove popular.

When the concession ends, we have a significant opportunity. I am extremely keen to ensure that we take it, because the whole project matters. We know full well, as has been made clear in this debate by colleagues from across the House, just how important the crossings are to the local economy and nationally. The people of the area have been paying to cross the Severn, but I remind colleagues that we are in a period of significant infrastructure investment. This Government are delivering the most ambitious road investment scheme since the 1970s. I view the Severn crossings as an integral part of our transport infrastructure, which is why we are taking forward work in my Department. We have three years to ensure that we get it right and to improve the situation for the area. This is a fantastic opportunity, and I look forward to working with colleagues here and locally to ensure that we get it right.

[Jessica Morden]

I am grateful to the Minister for that response, although I suspect that hon. Members and Friends will have more questions to ask him. I thank colleagues for coming today; I counted about 15 in the Chamber, which shows the high level of interest in the topic.

In thanking the Minister for his response, I reiterate to him the list of points raised in this debate, and I suggest that he writes to all Members here to outline the answers to some of the questions asked, not least to spare him from having to come back yet again for another 90-minute debate on the Severn bridge tolls. To reiterate, the wish list from this debate includes financial information about the Severn bridge tabled for hon. Members to scrutinise—I am sure that the Select Committee on Welsh Affairs will return to that in its work—and a clear timetable about where we will be in future, as mentioned by my hon. Friend the Member for Llanelli. Perhaps the Minister will also commit to meeting groups of us to give us regular updates, not least to spare himself another debate.

[Andrew Jones]

I am happy to make that commitment.

[Jessica Morden]

I thank the Minister for that. To reiterate what the hon. Member for Monmouth and I said earlier, this Government have done extremely well out of the bridges; they have been a cash cow. The Government’s assertion that they might keep on tolling rather than reduce the high tolls after the concession ends—we know that although the debt will be £88 million, the Government have already recouped £154 million in VAT response—will not go down well. I would appreciate it if the Government reconsidered reducing the tolls further.

Question put and agreed to.

Resolved,

That this House has considered tolls on the Severn bridges.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 16th July 2015 Commons Chamber

[Mr Robin Walker (Worcester) (Con)]

5. What plans his Department has to relieve congestion and support growth through investment in roads in Worcestershire.

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

Tackling congestion and supporting local economic growth are key priorities for this Government, and we have plans for significant investment in Worcestershire’s road infrastructure to deliver those goals. This includes over £100 million of funding to improve local roads, and a number of upgrades to the M5 in Worcestershire.

[Mr Walker]

I am very grateful to the Minister for that answer and, indeed, for his response to my recent Westminster Hall debate on the Carrington bridge and Worcester southern link. He will be aware that the Department classifies the southern link as a local road, but in fact it has enormous strategic importance, linking Worcestershire to Herefordshire, and upgrades to it have the support of the Worcestershire local enterprise partnership and the Marches local enterprise partnership, as well as of a large number of local authorities. Will he therefore take into account the strategic importance of that road in any decisions about funding?

[Andrew Jones]

I do indeed recognise the importance of the A4440 and the Carrington bridge. It is of clear strategic importance to both counties, a point recognised by the county council, by the local enterprise partnership and by my right hon. Friend the Secretary of State, who has visited it personally. That is why we have confirmed we will work with the county council to determine how further stages of the proposal can be taken forward.

[Jake Berry (Rossendale and Darwen) (Con)]

rose—

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

9. What assessment he has made of recent trends in bus (a) fares and (b) service use in England.

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

The latest departmental figures show a slight increase in local bus fares in England, while the provisional number of local bus passenger journeys remains unchanged compared with a year earlier. Final figures will be published in the annual bus statistics released in September. The bus market outside London is deregulated and decisions regarding the provision of individual bus services, including setting the level of fares, is primarily a commercial matter for bus operators.

[Conor McGinn]

Figures from the Minister’s own Department show that 121 bus routes in the north-west of England have been cut in the last five years, while fares have risen by an average of 25%. When will the Government give more powers to all communities—whether or not they want an elected mayor—to control fares, set routes and integrate services?

[Andrew Jones]

The Government support the bus sector, which is the backbone of our public transport sector, in lots of different ways, including through the bus service operators grant of £250 million in England this year. The proposals in the buses Bill will include opportunities right across the country for more local control, including the development of franchising, which the Manchester combined authorities are taking forward. The Bill will be published later in this Session.

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

Is it not clear that the Government have lost the plot for bus users outside London? Their own latest statistics show that journeys there were down by 11 million and fares up by 3.6% last year. Two thousand bus routes countrywide have been lost through cuts since 2010. London, with franchise powers to set routes and fares, has rising bus use. Why are this Government blocking them for communities elsewhere in England—unless they have an elected mayor, which many do not want, forced on them? Is this not sham rather than real localism?

[Andrew Jones]

Bus fares in Greater London have, in fact, been rising faster than those in non-metropolitan areas. As for the issue of franchising and local mayors, it is all about local control and decision accountability. A range of proposals will be published later in the year with the buses Bill.

[Jeremy Lefroy (Stafford) (Con)]

10. What assessment he has made of trends in the rate of take-up of low-emission vehicles.

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[Suella Fernandes (Fareham) (Con)]

11. What assessment he has made of the adequacy of private investment in the bus industry.

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

The bus market outside London is deregulated, and it is for individual commercial bus operators to determine how best to invest in their businesses. The biggest operators have invested £1.3 billion in new vehicles outside London over the past five years.

[Suella Fernandes]

Local authority funding for local bus services in Fareham and Gosport has been reduced by £1.5 million, leaving areas in my constituency such as Whiteley, Locks Heath and Warsash with virtually no bus service. I am concerned that private investment is not filling the gaps. What are central Government going to do to assist?

[Andrew Jones]

I note my hon. Friend’s concern, but I believe that decisions about funding to support local bus services are best made at local level. I would say, however, that the Government are continuing to make substantial funding available to bus operators and local authorities through the £250 million bus service operators grant. Additionally, I understand that FirstGroup has made significant investment in local buses in south Hampshire. All the buses in that area are fitted with free wi-fi, and most are fitted with next-stop displays and audio announcements. This is being delivered in partnership with Solent Transport and with Department for Transport funding, and therefore involves a mixture of public and private funding. I share with my hon. Friend a desire to see a strong bus sector.

[Mr Speaker]

Further copious detail, if required, could always be lodged in the Library of the House.

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

I do not want to criticise the Minister, but I will. When my constituents go around the country, they, like me, see buses belching filthy black smoke from their out-of-date diesel engines. Cummins in my constituency makes the most advanced turbo-chargers in the world. Why are we not investing in a new generation of buses and getting rid of those that are belching out fumes, killing and shortening the lives of our constituents?

[Andrew Jones]

Just as the Under-Secretary of State for Transport, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill) came into work on his bicycle this morning, I came in on a bus. It was a clean bus, and the Government are investing heavily in clean bus technology all over the country. I am not quite sure when the hon. Member for Huddersfield (Mr Sheerman) was last on a bus, but if he looks around the country he will see an enormous range of clean buses right across the UK.

[Mr Speaker]

The Minister truly is a man of the people.

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[Lucy Frazer (South East Cambridgeshire) (Con)]

15. What steps his Department is taking to improve the condition of roads.

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

Over this Parliament the Government are investing £15.2 billion on upgrading our strategic road network, contributing £6 billion to the local growth fund for local enterprise partnership priorities, including local roads, and just under £6 billion in maintaining our local highways. It is a comprehensive package that will improve the condition of our road network.

[Lucy Frazer]

In the light of the growth around Cambridge, does the Minister agree that it is time to upgrade the A10 north of Cambridge towards Ely?

[Andrew Jones]

The growth around Cambridge is encouraging and I hope that my hon. and learned Friend is encouraged by the fact that the Cambridgeshire schemes in the road investment strategy have a budget of more than £2 billion. The A10 is certainly an important north-south link providing access across Cambridgeshire, but it is for the local highways authority, the county council and the LEP to best decide what upgrades are needed. My hon. and learned Friend is a tenacious campaigner and I am sure they would be extremely wise to listen to her.

[Andrew Gwynne (Denton and Reddish) (Lab)]

When the Minister next meets the chief executive of Highways England to discuss the condition of the strategic road network, will he also have a word about the litter on that network, because some of the filthiest roads in my constituency, the M60 and the M67, are under the ownership of Highways England and it is clear that its maintenance arrangements are not adequate?

[Andrew Jones]

I will be having a monthly meeting with the chief executive of Highways England and I will raise that point with him. To be fair to Highways England, they are not the people who deposit the litter in the first place.

[Several hon. Members]

rose—

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

18. During the election campaign the then roads Minister came to my constituency to consider a new Boston distributor road and the opportunities it might present. It has been on the drawing board for the past 60 years, so will this Minister commit to continue the good work of his predecessor and come to look at that site again to see when we can finally get some shovels in the ground?

[Andrew Jones]

I will certainly commit to continuing that good work and will be delighted to meet my hon. Friend in his constituency.

[Stewart McDonald (Glasgow South) (SNP)]

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

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[John Glen (Salisbury) (Con)]

T3. Will the Minister update the House on the schedule for the much-needed improvements agreed for the A303? When will he meet Amesbury Town Council and other local interested parties to discuss the route and when this work will happen?

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

As my hon. Friend knows, this Government are focused on delivering a £2 billion package of road improvements to the A303/A30/A358 corridor, and that includes dualling the A303 from Amesbury to Berwick Down, as was announced in the road investment strategy. Highways England will continue to engage with a wide range of stakeholders as it investigates what it is going to be doing in detail. It expects to start a wider public consultation in 2017. I will be delighted to meet Amesbury Town Council to discuss the scheme and to meet other local stakeholders, including local councils in his constituency and that of my hon. Friend the Member for Devizes (Claire Perry), the rail Minister.

[Drew Hendry (Inverness, Nairn, Badenoch and Strathspey) (SNP)]

Over the past few years, many incidents have raised serious concerns over maritime safety in the coastal waters of the highlands and islands. Those concerns have not yet been addressed. Will the Minister agree to meet MPs from the constituencies representing the west coast of Scotland to discuss those concerns and the provision of emergency towing vessels in the area?

[Suella Fernandes (Fareham) (Con)]

T5. Junction 10 on the M27 has been identified for vital upgrading to an all-moves junction. Such work is vital to support the strategic development area of Welborne, bringing 6,000 new homes. Can my hon. Friend confirm that those works will be taking place in the first half of this Parliament, and that the funding shortfall of £30 million will come from central Government?

[Andrew Jones]

The upgrade to junction 10 on the M27 has been profiled to start its preliminary work this year. The Government have contributed £14.9 million through the Solent local enterprise partnership growth deal to make up the shortfall of the scheme. In March, they also contributed £3.4 million in the second growth deal to support the local connections into the junction, and those works will start in 2015.

[Heidi Alexander (Lewisham East) (Lab)]

T2. The Davies commission predicted that 40 million passengers would use Gatwick by 2024, yet Gatwick says that it will reach that number this year. Who does the Secretary of State think is right on that point, and is he concerned that the Davies commission may have underestimated the economic impact of expanding Gatwick?

--- Later in debate ---

[David Morris (Morecambe and Lunesdale) (Con)]

T8. In my constituency, work is under way on building the M6 link road to Heysham port. As phase 2 of the extension, it would be wise to consider carrying out a feasibility study on a tunnel under Morcambe Bay, as the tunnel would link in with the powerhouse and open up the whole of the Furness peninsula. Will my hon. Friend make a statement on that issue?

[Andrew Jones]

I understand that my hon. Friend is aware that it is for the two local transport authorities of Lancashire and Cumbria County Councils, in consultation with their respective LEPs, to assess whether to take forward the development of that ambitious scheme, which would include any feasibility study. I understand that he has had meetings with both authorities and urge him to continue those discussions and keep me informed of progress.

[Kelvin Hopkins (Luton North) (Lab)]

T4. Some 85% of internal and cross-channel freight goes by lorry. A substantial modal shift of freight from road to rail cannot happen unless and until full-size lorry trailers can be carried on trains, which is impossible on the existing network. When will the Government look seriously at investing in new large gauge rail capacity to accommodate lorry trailers on trains and linking the regions and nations of Britain both to each other and to the channel tunnel?

--- Later in debate ---

[Jake Berry (Rossendale and Darwen) (Con)]

In a sort of Rossendale remake of “Groundhog Day”, Bacup road in my constituency is being dug up for the third time in the past 18 months. Will my right hon. Friend write to Lancashire County Council about the success of London’s lane rental scheme in reducing delays?

[Andrew Jones]

I am aware that the Mayor of London enthuses about the success of the lane rental scheme in London and the positive impact it has had in minimising disruption from roadworks. As my hon. Friend knows, the Government believe these decisions are best taken locally, but I will be happy to look closely at what he says and take it up with the county council.

[Mike Kane (Wythenshawe and Sale East) (Lab)]

A key driver of economic growth in the north of England is Manchester airport, which is in my constituency. It relies on public sector transport for its market penetration. Does the Secretary of State understand that the cancellation of midland main line and the electrification of trans-Pennine routes damages Manchester’s economy and our potential growth?

Avon Ring Road (M4 Link)

Andrew Jones Excerpts

Tuesday 7th July 2015 Westminster Hall

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

It is a pleasure to serve under your chairmanship, Mr Williams, for the first time in my new capacity. I congratulate my hon. Friend the Member for Kingswood (Chris Skidmore) on securing this afternoon’s debate on the M4-Avon link road. He is right that since starting in this job, I have been besieged by colleagues with cunning plans for which they are seeking investment. He and my hon. Friend the Member for Thornbury and Yate (Luke Hall) highlighted how old they are, and therefore how old some of the rest of us are. In 1985, when this campaign started—I remember it clearly—I was working for B&Q. Things move in different directions.

I am aware that this topic has been the subject of previous parliamentary questions and debate. I praise my hon. Friend the Member for Kingswood for continuing to highlight the growth that will take place in Bristol and south Gloucestershire and the important role that good transport infrastructure will play in building a sustainable and strong local economy. I am also aware of the excellent work that he has done to represent and promote the interests of Kingswood since he came to Parliament. He has been a vigorous local champion and has won a deserved reputation for it.

I will address the points raised by both my hon. Friends, but I will start by setting out what we have already done as a Government to invest in infrastructure in the area. I applaud the work of my hon. Friend the Member for Kingswood and other Members of this House in championing the campaign for access to growth. As he said, the Emersons Green Bristol and Bath science park development will create 7,000 jobs, part of an estimated 60,000 jobs across the wider west of England concentrated on six local enterprise areas and the flagship Bristol Temple quarter enterprise zone. There will be 95,000 new jobs in the west of England by 2030, in addition to much-needed new homes.

The west of England lies at a crucial point in our national transport network, providing road and rail access not only to the south-west and south Wales from the midlands and the south-east but to international markets via the Severn ports. It plays a key role in our national economy and our national transport network. The west of England road and rail network provides access for local people and businesses and keeps our nation moving. As my hon. Friend highlighted, reliable connectivity enables west of England residents to access jobs and local businesses to reach the marketplace.

The Government believe that investment in infrastructure drives economic growth and improves lives. We have ambitious plans for infrastructure investment, whether in road or rail, as part of our economic plan. We have an infrastructure deficit, as we have a financial deficit; we have not invested in infrastructure. That applies to all parties over many years. We are playing catch-up with the investment that we need at a time when our finances are under pressure, but this Government’s clear will is to address that deficit. A significant amount of cash is being allocated to doing so.

Roads play a huge part in that. Nearly every kind of economic activity depends on roads in some way, and a high-performing road network improves the health of our economy. Our commitment to deliver a step change in investment in transport infrastructure was made clear in the road investment strategy launched by my right hon. Friend the Secretary of State at the end of the last Parliament. The RIS sets out how £15 billion will be invested in more than 100 schemes across the road network between 2015 and 2021. In the west of England, that will include a new junction on the M49 at Avonmouth, to support access to the 14,000 jobs planned for that area, and work on the A417 near Birdlip. Both schemes have been championed and prioritised by the local enterprise partnerships and local businesses, which has been an important factor in their selection.

Roads are not the only transport mode in which we are investing. In the west of England, the Government are investing £113 million in three metro bus schemes to provide a 50 km bus rapid transit network that will link key economic and employment centres and regeneration and development areas in the greater Bristol area, including the enterprise area at the Bristol and Bath science park in Emersons Green. As my hon. Friend the Member for Kingswood will be aware, construction has already started on those schemes. The metro bus is designed to extend the choice of transport modes, particularly for private car drivers, encouraging them to make a modal shift to public transport.

The schemes represent an investment of £182 million, of which £113 million will come from the Department for Transport, with the remainder coming from the council and third-party contributors. As part of the work, the new 23-mile north fringe to Hengrove route will improve sustainable access to the Emersons Green science park area.

South Gloucestershire and Bristol councils have recently received £13.9 million from the Department for Transport for major maintenance and enhancement of the A4174 Avon ring road. The scheme will improve the A4174 between the A38 at Filton and the A4 at Hicks Gate. It will involve major structural maintenance of three structures, extending the life of the existing carriageway and providing footways and cycleway maintenance and enhancements.

Altogether, the West of England local enterprise partnership has secured £230.7 million from the local growth fund over the period up to 2021 to drive forward the growth of the region’s economy. It has prioritised more than £50 million for funding the MetroWest phase 1 rail scheme, which will reopen the railway line to Portishead and provide other rail enhancements in the west of England area. The LEP has also committed £20 million in local growth funding to support sustainable transport schemes.

I wanted to give the context of the investment in infrastructure taking place in the area. Investment in local transport infrastructure such as I have outlined is critical to local communities and the local economy. It is essential that we continue to develop our transport network to meet new needs. The local enterprise partnership has highlighted the development of the Emersons Green Bristol and Bath science park in its strategic economic plan. I fully understand why both my hon. Friends and the business community in the region support the call for improved links to that growing area from Avon to the M4. It is an understandable economic case.

As my hon. Friend the Member for Kingswood will know, the A4174 link road is part of the local road network, whereas the M4 is part of the strategic road network, meaning that there are two main paths through which investment can be secured. Sadly, I have not come here bearing a large cheque to deliver the scheme, but I can provide guidance on routes ahead.

Investment in the strategic road network is handled through the road investment strategy, which involves 100 schemes and £15 billion in investment. We are basically moving to a system of road investment that is comparable to the rail investment system, with control periods and projects identified for delivery in five-year units. We announced the first RIS in December last year, and we are developing the process for the next one, which will run from 2020 to 2025.

The first RIS was built on a detailed assessment of the needs of the road network—existing points of pressure and places where new development would be possible. In many places, that included building better links between the local and national road networks, which is exactly what has been identified this afternoon. I am keen for the second RIS to deliver in exactly the same way as the first. I want the process to be open, find the best way to get value from our roads and encourage all groups with ideas for improvements to get involved and contribute.

The Infrastructure Act 2015 commits us to a series of route strategies that assess the needs of the whole road network. Highways England will use the strategies to engage with local stakeholders, identify current and future constraints on economic growth and explore how investment will address constraints and unlock opportunity. I expect to announce how we will develop the second RIS after the party conference season. Highways England has already committed to publishing its route strategies over the next 18 months or so. They will be the platform from which to take forward the opportunity for a new M4 junction and see whether we can build it into the next RIS. A very strong case has been made, and I would strongly support all my hon. Friends from the area contributing their views and local expertise to the process. I will ensure that officials in my Department and Highways England keep my hon. Friends fully aware of the opportunities to get involved.

I am trying to make the process more open, to encourage a greater contribution from local economic drivers, such as chambers of commerce or local enterprise partnerships. That is a bit of a change from the earlier RIS. I want to increase the emphasis placed on economic development and what road investment can do to unlock it. The scheme discussed today is exactly the type that would be appropriate for consideration. Ahead of that process, I suggest to my hon. Friends that they continue the campaign and work with local groups to ensure that everyone is aligned and that there is consensus that the link is the best way to address the area’s transport needs.

That is the route for national funding for the strategic road network; I shall now address local sources of funding. The west of England councils are undertaking a joint spatial plan and joint transport study. They will consider strategic needs up to 2036 and assess a potential strategic transport package for the area. Prioritisation of potential schemes has not yet taken place, so the debate is timely. Once the local enterprise partnership has established the priorities, it will then explore funding options. Access to Emersons Green Bristol and Bath science park is identified as a shared concern for the agencies that would deliver such a scheme. I would therefore encourage the local enterprise partnership, South Gloucestershire Council and Highways England to work together to develop a proposal that will meet the needs of both the local economy and the strategic road network, in a way that can be delivered in financial and engineering terms and, above all, is safe for road users.

It is important to consider all the options, including the proposal that my hon. Friend the Member for Kingswood outlined. He put forward a strong case, and I will ensure that it is considered extremely favourably within the Department. I can commit to joining him on the 16th for the launch of the local plan; it is a kind invitation. The Government are committed to investment in infrastructure and to providing clarity into the future, so that contractors can scale up and skill up and we can have more appropriate planning to deliver greater economies. We must make every effort to address the long-term historical infrastructure deficit I mentioned earlier.

We remain committed to growth deals and to providing ongoing support for LEPs, which are delivering growth and jobs. Funding for proposals such as the link could come through growth deals or LEPs, and there are also opportunities in the road infrastructure schemes. I hope that I have provided a little bit of a clue as to the way forward for the campaign. I would be happy to help, and a very strong case has been made. I understand entirely why the link matters. It would open up opportunities and improve the quality of life in the area. I am aware of the congestion as people come down the M4 before taking the motorway spur into the centre of Bristol. The economic growth of the area is vigorously championed by local MPs.

I again congratulate my hon. Friend the Member for Kingswood on securing the debate and my hon. Friend the Member for Thornbury and Yate on his eloquent contribution. The Government are committed to modernising local and strategic transport infrastructure. That is part of our long-term economic plan, which is already delivering infrastructure needs that were unmet by previous Governments. That work will continue, and my hon. Friends will have my support in delivering for their area.

Question put and agreed to.

Tyne and Wear Metro

Andrew Jones Excerpts

Wednesday 1st July 2015 Westminster Hall

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

Thank you very much, Mr Gray, for calling me to speak. It is a pleasure to serve under your chairmanship for what I think is the first time in my new role.

I congratulate the hon. Member for South Shields (Mrs Lewell-Buck) on securing the debate and on highlighting the importance of the Metro system to her area, as well as the problems with its services that local people are experiencing. Those problems came across strongly in the remarks by her colleagues from across the area, and I know that Nexus is also listening to this debate.

The Government recognise the important role that the Tyne and Wear Metro has played in the life of the north-east. I too remember it arriving; I suspect that those of us of a certain age—our early fifties—all remember it. It was exciting—an indication of confidence and a little bit of pride. Apart from the transport infrastructure benefits it provided, the Metro was a sign of resurgence and growth, and it has played an important role in the north-east. Light rail and local transport play an important role in the whole area.

[Ian Lavery]

Local transport is important, but the problem in my constituency, which is in the south-east of Northumberland, is that the Metro does not go anywhere near it, which presents a problem of connectivity for anyone seeking employment and so on in the big cities. Will the Minister agree to support the reintroduction of the Ashington, Blyth and Tyne line, which would eventually link up with the Metro, hopefully at Regent Centre, and give greater connectivity and more opportunities to people in my constituency?

[Andrew Jones]

I cannot make pledges off the cuff, as I think the hon. Gentleman knows, but do I think that rail investment drives economic growth? Do I think that we are struggling with our capacity? Our rail network is a victim of its success. There are as many passengers using our network now as there were in the late 1920s, but the network is only a fraction of the size it was then. During the last 20 years, passenger journeys have gone up from 750 million per year to more than 1.6 billion per year. That is the driver of some of the congestion and pressures that we now see—it is coping with success. Also, part of the challenge is the long-term historical underinvestment in our railways, which has taken place under Governments of both colours over many years, and we are now playing catch-up with our infrastructure. So can I back the hon. Gentleman’s campaign immediately? I cannot make that pledge and I think he knows that—I can tell from his little smile just now that he probably knows that. But on the general principle of whether we can do more to invest, I say yes—but goodness, this Government are doing that already.

Let me go back to Metro as it stands. I recognise that other Members have talked about the capacity to extend Metro and I can see much appeal in that. I think it was the hon. Member for Washington and Sunderland West (Mrs Hodgson) who made the point that the constant desire to see Metro extended to new destinations just underlines how important it is in the area and how popular it is with passengers. I hope the potential for new extensions will grow. The extensions to the light rail services in Manchester and Nottingham have been very positive developments, and I hope that the North East combined authority considers such an extension as part of its transport plan. I would support such a proposal.

Metro is an important and formidable asset for the area. It copes magnificently with certain big events in the area, such as carrying 100,000 people for the Great North Run. Metro is a success story. Notwithstanding the operational problems detailed by hon. Members, this is the busiest light rail network outside London, and the fastest growing. Passenger journey numbers have increased by 2 million in the past year, and there are now more than 38 million in total. The revenues of Nexus, which owns and manages Metro, have grown by 4.4% and it now funds its day-to-day operation entirely from fares revenue and central Government metropolitan rail grant, without having to ask the local authorities for funding, as in the past. The Government have supported Nexus in its 11-year £350 million capital investment programme. As the hon. Member for South Shields highlighted, the programme—essentially one of asset renewal—is still running. It is delivering significant benefits now and will continue to do so over the next few years.

I take a keen interest in the performance of all rail services in the country, but the performance of Metro is a devolved matter. Nexus and its operating concessionaire provide regular updates at meetings of the North East combined authority, where its performance has been scrutinised. I understand that Nexus’s performance will be on the agenda at an authority meeting next week, on 9 July, and local councillors can directly question the senior management team from Nexus and the operator.

I have had a brief conversation with Nexus and undertaken to visit it in the next few weeks. It accepts that the day-to-day performance of Metro does not match the standards it sets for itself and which passengers expect. The main reasons for poor performance are clearly the train fleet’s reliability and the availability of train drivers. Nexus, the public body owning the network, has instigated a performance improvement plan, working closely with its concessionaire to identify the most common and recurring causes of faults in the trains and the actions needed to address them. As a result, the most common problem—door faults—have come down by one third since April, and train power faults have been reduced by a half compared with the previous quarter.

The operator has accelerated its recruitment and training process for drivers, which the hon. Member for Wansbeck (Ian Lavery) mentioned. The company has suffered from the impact of an ageing workforce: many drivers who started with Metro in the early 1980s are now reaching retirement age. The operator is taking on 24 new drivers this year, and two thirds have already completed training or are about to do so. As a result, train cancellations due to no driver being available have been reduced and will continue to fall. There is also recognition that communications with customers need to improve, particularly when Metro is not running to timetable. The operator is committed to new training for its front-line staff and Nexus is to invest more than £20 million in new radio and train management systems as part of its investment in Metro, supporting better communication right through the system. Although there is further to go, Metro is heading in the right direction, and we want to be in a position to support it.

The Government are committed to the long-term investment plan, launched by the previous Labour Government, which will continue until 2021. In the last financial year, under that plan, we invested £30.9 million in securing Metro for some decades to come, and we are looking to invest a similar amount in this financial year. The real value of that investment is in giving Nexus the strength and security to plan projects over a number of years, in the same way that the Government structures investment in national rail infrastructure. One problem in our rail sector has been a stop-start—frequently stop—approach to investment over many years, which has meant that we do not have some of the skills or continuity of supply in industry to deliver our aspirations and expectations. That is part of the long-term failure to invest in transport that I mentioned earlier. This investment has focused on the key engineering assets on which Metro and its passengers rely, including new track, replacement of cable routes and renewal of lifts and escalators at stations. This investment has already improved the service for passengers by reducing faults.

Long-term planning and security of investment has helped Nexus to drive down projects’ overheads by a quarter, releasing a further £20 million that will be invested where it is needed in new assets for Metro. The investment has allowed Nexus to invest in people as well as infrastructure—for example, it has taken on 30 new apprentices in the last three years. Those young people can look forward to rewarding careers in engineering, thanks to that investment.

Government investment has also gone towards refurbishment of stations and trains. We have talked quite a bit about rolling stock, which I will come to in a moment. The investment has been focused on raising accessibility to modern standards as part of a commitment to providing a railway open to all. The refurbished trains provide more space for passengers, while refurbished stations offer tactile surfaces, double handrails, better lighting and proper bench seats to cater for the needs of all.

Alongside this programme, Nexus has, with the support of the Department for Transport, invested in smartcard travel. The smartcard is the reason Nexus has invited me to visit and see its operation. It is already used by more than 100,000 local people on the system. High-quality cycle storage at stations—another part of the integration that colleagues have talked about—which goes right across the system, is funded through the local sustainable transport fund.

It might help if I highlight the impact of ongoing investment. That is not to say that there have not been operational difficulties, because there clearly have been, and Nexus know it, but work is under-way to get this right. Nexus is trying to do a good job.

Metro is owned and run locally, but the Department works with it and in support of it. The Department is now working with Nexus and NECA to understand what future investment is required, to ensure that it continues to play a vital role in making the north-east economy work. Our discussions on replacement of rolling stock are at the very earliest stages. Colleagues have asked if I can make a commitment on rolling stock. I cannot make that commitment today, but I recognise that 40-year-old rolling stock—by the way, that is not unusual in our rail infrastructure—is coming to the end of its life and we are looking towards a new train fleet. The refurbishment will see the fleet through for a period, but it will not make it fit for decades into the future. Future rail fleets will certainly be required.

[Bridget Phillipson]

I welcome the Minister’s discussions with Nexus and the combined authority about investment in rolling stock. During those discussions, will he undertake to discuss the long-term investment that will be needed in the Metro network if there is to be expansion? That will require significant Government investment. I appreciate that this is a long-term strategy, but there are proposals in place that would bring significant benefits to the region. I know he cannot commit today to any particular schemes, but will he discuss that and bear in mind the economic benefits that those proposals could bring?

[Andrew Jones]

I am happy to make that commitment. We should be making long-decisions and doing long-term planning, not just for our rail sector but for other sectors, too. With long-term commitments, we will be able to tackle some questions that have not been tackled for years. Part of today’s business was a statement on a new airport runway in the south-east of England. That debate started about 50 years ago. We in this country are not great at tackling long-term decisions.

Winning financial commitment over a period, which has been forthcoming from this Government, enables contractors to scale up their operation to deliver this Government’s aspirations for a step change in our investment. I am happy to make that commitment to the hon. Lady. I fully buy into the principle that long-term planning and investment in transport are key ingredients in economic growth.

As hon. Members have said throughout this debate, if we want a thriving UK economy we need a thriving northern economy. There can be no thriving northern powerhouse unless we make significant investment to deal with clogged up roads, for example. I hope that the hon. Member for South Shields noted Highways England’s announcement, published this morning, about the £600 million investment in the A1 and A19, and other investments in the area. That investment is starting to flow through. The northern powerhouse is a powerful idea that is partly to do with connectivity, but it is partly to do with devolution, too, and it allows us to start to rebalance our economy.

The lack of balance in our economy has been an enormous problem over many years. It is not just bad for the north; it is bad for the entire country. Over the past decade, around half the UK’s growth has been concentrated in London and the surrounding districts. I am a northern Member of Parliament. Although my constituency is not quite as far north as the north-east, it is not too far away, in North Yorkshire.

[Mrs Lewell-Buck]

For us, that is the south.

[Andrew Jones]

That may be so, but you, Mr Gray, will firmly consider it to be the north. I am sure there is no disagreement that we need a better deal for the north, and I am confident that that is exactly what we can get.

[Lilian Greenwood]

Some Opposition Members may be somewhat surprised to hear how the Minister speaks about the northern powerhouse when only last week the Government paused important investment in the north. That is precisely the sort of stop-start approach that he decries.

[Mr James Gray (in the Chair)]

Order. I think comments should perhaps be in the context of the performance of the Tyne and Wear Metro.

[Andrew Jones]

That pause, which does not affect the performance of the Tyne and Wear Metro—

[Mr James Gray (in the Chair)]

Order. It may be best to leave that argument for another debate.

[Andrew Jones]

Perhaps I will have that conversation with the shadow Minister after the debate. There is no question at all about the principle that transport investment and the performance of the Tyne and Wear Metro will drive the local economy. I mentioned that we are facing an infrastructure deficit in our country and that we are playing catch-up, and I regard investment in road, rail, light rail and connectivity as central to addressing that.

I will deal with a couple of other points that were raised. On the potential for integrating bus and Metro, the first point to make is that we have a competitive bus market, so it has the capacity to be responsive to customer need. Nothing is stopping councils from working with bus companies, but I view that as a matter of partnership rather than one of principle.

The buses Bill was mentioned by the hon. Member for South Shields. I think it will be an enabling Bill, but we have not drafted it in full yet. We are working through the ideas, which will be about creating the opportunity for franchising. That follows through on the pledge of devolution to Manchester, which has been so welcomed in Greater Manchester. By working together with a set of partner authorities in a combined authority, Manchester has shown a clear pair of heels to other parts of the north. The message I have been hearing from local council leaders in my area is that they want some of those powers, alongside which will come the requirement for democratic accountability, and that goes back to the elected mayor principle.

[Mr James Gray (in the Chair)]

Order. In the context of Tyne and Wear Metro?

[Andrew Jones]

Indeed, as in the context of Tyne and Wear Metro.

[Bridget Phillipson]

In the context of integrating transport between Metro and buses, the Minister will no doubt be aware of the quality contract scheme for local buses that is under way in Tyne and Wear. I urge the Government to consider how that will impact on the buses Bill and vice versa. It is not clear how those two things will be brought together, and the Government will need to address that inconsistency when legislation is published.

[Andrew Jones]

In the context of the performance of the Tyne and Wear Metro, I am not sure there is an inconsistency. I think we will see different arrangements in different places as different combined authorities or county councils—whoever it may be—choose different models of operation in their area. That is absolutely fine. We should be working on the principle of local solutions for local problems. That will mean different things in different places, and devolution could operate at different paces in different places. That does not trouble me at all. We must ensure that we have a system that delivers decision making as near as possible to the point where a service is delivered.

That point goes back to Metro performance. Control is local. We have operational performance issues, but they are being tackled locally. My Department will offer support by sharing best practice and allocating committed cash. I am keen to see that relationship continue, as with all light-rail schemes around the country. It is about a principle of partnership, through sharing best practice and helping with finance, but with local control and local delivery that is responsive to local needs. It should operate to a high level and deliver good-quality solutions. That is what should be happening in this case.

I recognise the point about long-term investment, which will be a mixture of local growth deal funding into which the Department for Transport will put more than £1 billion a year. We will see more work by the Department for Communities and Local Government and the Treasury, but the principle of long-term commitments with extra capital is clearly in place.

I hope that I have been helpful in explaining how the Department for Transport will work with Nexus to improve and support Metro, which is an important and growing part of the north-east economy. It is growing in terms of passenger numbers, the services it offers and, potentially, the geography it covers. There is great demand for it, as shown by passenger numbers rising by more than 2 million in the past year. Finally, I will ensure that I am very involved in the process. I will be up to see Nexus’s smart ticketing operation quite soon, and I will pick up all the points that we have discussed when I head north, which I look forward to doing shortly.

Alternative Transport Fuels

Andrew Jones Excerpts

Wednesday 17th June 2015 Commons Chamber

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

I congratulate my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) on securing this debate about alternative transport fuels, and specifically aqua methanol. It is very topical because Governments across the world are looking to reduce their reliance on foreign energy imports, clean the air in their towns and cities, and reduce carbon emissions. We are seeing increasing urbanisation, and there is a recognition that fossil fuel is not only finite but increasingly carbon intensive.

My right hon. Friend is correct to say that the UK faces significant environmental challenges. In 2013, our domestic transport greenhouse gas emissions accounted for 21% of overall domestic greenhouse gas emissions. Road vehicles are responsible for 92% of CO₂ emissions from transport and 80% of roadside nitrogen dioxide. Every year, about 29,000 early deaths are attributable to poor air quality.

There is also an EU legislative context. The UK has a legal requirement to meet EU limits on exposure to air pollutants. As an EU member state, we are committed to reducing greenhouse gas emissions in road transport by 20% by 2020 and 40% by 2030.

In the recent general election, my right hon. Friend and I stood on a manifesto that reaffirmed our commitment to the Climate Change Act 2008, and road transport has to play its part if we are to reduce emissions by 80% by 2050. The manifesto also committed us to do even more to tackle air pollution, to back green energy that is value for money, and to continue to foster an economy that supports high-knowledge job creation. We made those commitments because the Government continue to see the environmental challenges for transport as an opportunity. Alternative transport fuels will have a role to play in helping us to deliver those commitments.

We have made much progress towards meeting the challenges we face. Air quality has improved significantly in recent decades. Harmful particulate matter emissions from road transport have fallen by 31% since 1990. Between 1992 and 2012, total nitrogen dioxide emissions and background concentrations more than halved. Through the supply of sustainable biofuels under the renewable transport fuel obligation, we are making significant carbon savings. In 2013-14, the use of biofuels was equivalent to taking 1.35 million cars off the road.

All that is just part of a wider strategy through which we are working with other Departments, industry and local authorities to reduce harmful emissions across transport modes. Some £2 billion has been committed since 2011 to increase the uptake of ultra-low emission vehicles, fund greener transport initiatives and support local authorities to take action. What we are doing goes much wider than providing grants to support the uptake of electric vehicles, although I must mention that I will be making my debut behind the wheel of an electric vehicle tomorrow morning, as Nissan is lending the Department a Leaf. I am looking forward to driving it.

The wider action that we have taken includes making £30 million available so that bus operators and local authorities across England and Wales can bid for low emission buses and supporting infrastructure. A further £8 million has been awarded to 23 local authorities for cutting-edge, pollution-reducing technologies, which will be fitted to more than 1,200 vehicles. That included £500,000 of funding for Birmingham City Council to convert 80 taxis from diesel to liquefied petroleum gas. As was announced on 26 March, there is £6.6 million to support the establishment of an initial network of 12 hydrogen refuelling stations, heralding the imminent arrival of hydrogen fuel cell vehicles on UK roads. The Government are addressing the environmental impacts associated with road freight through the low carbon truck trial, which is providing more than £11 million to part-fund about 350 low-carbon commercial vehicles. Sustainable biofuels are also likely to have an important role to play in reducing carbon emissions in other sectors, such as freight and aviation, where there are limited alternatives for decarbonisation. We are considering options to support this.

In aviation, the UK is working hard, through the International Civil Aviation Organisation, to try to secure agreement on a global market-based measure to reduce international aviation emissions. In the meantime, the UK continues to support the use of regional measures, in particular the Aviation EU Emissions Trading System.

In rail, we are tackling greenhouse gas emissions through a major electrification programme, along with the procurement of new electric and low emission trains that will replace older diesel trains.

In shipping, we are pleased that a number of major ports in Europe have now declared their intention of establishing liquefied natural gas bunkering infrastructure in the next couple of years, given that LNG emits fewer harmful emissions than marine diesel fuel. That is essential, because ship owners are unlikely to invest in LNG-powered ships unless there are adequate refuelling facilities.

Returning to road transport, we expect to announce this summer the winners of an advanced biofuel demonstration plant competition. This will award up to £25 million of capital funding over three years to support the construction of plants in the UK.

I mention those initiatives to show the range of Government actions across different fuels and across different modes of transport. It is clear that our approach is about providing support in a technologically neutral way, focusing on the range of evidence available. This approach has been successful in encouraging the most sustainable fuels and low emission vehicles. I am also confident that, given the UK’s strengths in innovation and research, we are well placed to succeed in the global market place in rising to the environmental challenges we face.

Further to the lower duty rate for methanol announced in last year’s Budget, my right hon. Friend suggested that we should look to support innovation by further integrating aqua methanol into the Department’s funding policies and published strategies. We of course recognise that, while overall air quality has improved over the past 20 years, much more needs to be done, in particular to reduce roadside concentrations of nitrogen dioxide. The fuel industry is complex, diverse and rapidly developing. Fuel production and supporting infrastructure are also at different levels of maturity. As policy makers, we must therefore give careful consideration to a range of possible solutions for tackling air quality, such as potential improvements in vehicle technology and fuels, and other sustainable travel policies and options.

I understand that the actual air quality benefits of aqua methanol are dependent on the vehicle technology— for example, particulate traps—in which it is used. The vehicle technology will determine the extent to which methanol replaces diesel and any potential reduction in air quality pollutants. I would like to reassure my right hon. Friend that, as we move forward with our policy development, aqua methanol will most certainly continue to be considered among all the other options on its merits, as is the case with all our funding programmes. I agree that aqua methanol is potentially a stepping stone to securing greenhouse gas emissions savings. However, if aqua methanol is to deliver greenhouse gas emissions savings, it is important that the right feedstock is used to make it. These need to be renewable and sustainable to deliver significant greenhouse gas emissions savings we are seeking.

My right hon. Friend mentioned the opportunity to produce sustainable methanol from CO₂ and renewable electricity, which I have to say is a very attractive policy option. Further to a call for evidence on advanced fuels at the end of 2013, the Department has considered the potential role of such non-biological renewable fuels and possible support mechanisms for advanced fuels, as they may deliver the significant greenhouse gas reductions we are seeking. Our examination of advanced and alternate transport fuels has continued through to the report produced in March by the Transport Energy Task Force, entitled “Options for energy transport policy to 2030”.

The task force was set up by the Department and the Low Carbon Vehicle Partnership in October last year, and is made up of experts from industry and non-governmental organisations. Primarily, it considered a range of scenarios to meet our 2020 greenhouse gas emissions reduction and renewable transport fuel targets, as well as considering how low carbon fuels can help to reduce greenhouse gas emissions from UK transport in the period to 2030 and beyond. We are considering the report carefully as part of work to transpose amendments to the fuel quality directive, which have recently been agreed, and the renewable energy directive, which we hope will be finalised very shortly.

As evidenced by the Transport Energy Task Force report, we will clearly need sustainable biofuels to meet our renewable energy and greenhouse gas reduction targets. I therefore welcome the investments made by UK biofuel suppliers to date in what has been a very difficult investment environment, and I will shortly be meeting with a number of them. The delay in agreement of measures to address indirect land use change at EU level over the past several years has caused uncertainty for biofuel suppliers, and I recognise from my own business career that nothing deters investment more than uncertainty. I am therefore keen that we now get on with the business of implementing these measures as soon as possible.

This debate is timely. The issue of air quality is rising up the agenda and is certainly a priority for me. I have already met colleagues from the Department for Environment, Food and Rural Affairs, and I expect to have further such meetings as we take our plan forward. I recognise that aqua methanol can play a role in tackling that problem.

[Mrs Gillan]

I thank the Minister for taking a positive approach to a fuel that could play an important part in his strategy. Will he do me the honour of meeting my constituents and the directors of Zero-m to look at this in much greater detail? I appreciate that he is new to his post, but it would give me great pleasure to bring them into the Department to talk to him about the benefits of aqua methanol.

[Andrew Jones]

I happily make that commitment and would be delighted to meet my right hon. Friend and her constituents. My approach to this and all issues within my area is to have an open-door policy and to work with the industry, so I would be delighted to have such a meeting. My officials will contact her to set it up.

The progress ahead, with the take-up of electric and ultra-low emission vehicles, is more in the area of cars and light vans; HGVs are harder to crack, and it is interesting to see how aqua methanol could again play a role. My right hon. Friend asks that the Department take the initiative. I will be doing just that, and aqua methanol will be included in all our considerations.

Once again, I thank my right hon. Friend for securing this debate. The Government recognise that vehicles are likely to require liquid and gaseous fuels for decades to come and that not all modes of transport are viable for electrification in the near future. It is therefore crucial that the UK develops a range of technologies to produce alternative low carbon fuels, reduce air pollutants from road transport and grow the UK’s green economy.

We shall continue to work closely with experts from the industry and environmental non-governmental organisations on future support mechanisms, and we will continue to review the support provided, with a view to securing the best environmental outcomes, supporting a competitive market, minimising the cost to the industry, the taxpayer and the motorist, and making our environment a priority—particularly the cleaner air my right hon. Friend mentioned. Aqua methanol will be a part of that review, and I again thank her for highlighting its importance to tackling the issues we face.

Question put and agreed to.

Worcester’s Southern Link and the Carrington Bridge

Andrew Jones Excerpts

Tuesday 16th June 2015 Westminster Hall

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

It is a pleasure to serve under your chairmanship, Mr Turner, for the first time.

I congratulate my hon. Friend the Member for Worcester (Mr Walker) on securing this afternoon’s debate on the dualling of Worcester’s southern link and the Carrington bridge. I also thank him for the invitation to come and see things for myself. I have some knowledge of the area and have driven the roads that we are discussing, but my main reason to visit my hon. Friend’s constituency has often been related to New Road and watching the cricket. Nevertheless, at some point I hope to take him up on his offer.

My hon. Friend mentioned that people want to travel around the area and to experience the delights of the Malvern hills and western Worcestershire. I, too, want them to experience that, because the area is truly special. I liked the lovely link across the years with the story of his father opening the bridge in 1985 and my hon. Friend now working to make it even better.

I am aware that the topic has been the subject of previous parliamentary questions and ministerial correspondence. I praise my hon. Friend for continuing to highlight the importance of good transport infrastructure in building a strong economy and sustainable communities. I am aware of his excellent work over recent years to represent and promote Worcestershire as a whole. I hope to address some of his points.

Worcestershire is a marvellous county with a population of more than 500,000. It is served by a number of key transport connections, and today’s debate should be placed in that broader context, which I will highlight. The nationally important M5, M42, M50 and A46 all run through the county, as do the major local roads, the A449 and the A4440—our focus today. Rail also plays an important role in the county, with lines offering connections to Birmingham, Hereford, Bristol and London, via Oxford.

My hon. Friend emphasised the success of the Worcestershire economy, which has an entrepreneurial work force—that is certainly my experience—and the county is an attractive place in which to live and do business. As he said, the Worcestershire transport network is critical to the performance of its local economy. Reliable connectivity enables the residents of Worcestershire to have good access to jobs and local businesses to have good access to their markets.

The area, however, has a propensity to flood—it is famous for that—and I have been there during occasions of intense floods, seeing for myself the impact on local roads. My hon. Friend highlighted the floods of the winter of 2013-14, which was the wettest winter on record. We had flooding not only in Worcestershire, but in parts of the south-west, the south-east, and Yorkshire and the Humber—throughout the country. I remember the Prime Minister visiting my hon. Friend’s county one weekend in February during the flooding. I checked before the debate, and the River Severn had peaked at 5.3 metres, its highest level since summer ’07, and 100 or so properties in Worcestershire were flooded, with more than 40 of them in his constituency.

Resilience is an important issue for the local transport network. The floods caused a number of road closures and impacted on business. The Worcestershire County Council emergency response team did an impressive job, which was highlighted at the time by my hon. Friend. The Secretary of State for Transport has announced additional funding for highways authorities throughout the country—some extra support to tackle their resilience issues—and that saw more than £2 million allocated to Worcestershire County Council. My hon. Friend made the point about the importance of the reliability and resilience of the transport infrastructure.

One of the key things that I have to tackle and one of the key priorities of the Department for Transport is our road investment strategy. Basically, the Government are committed to a long-term economic plan, as we have detailed previously, and part of that is to deliver infrastructure investment—such investment in transport is key to continuing economic growth. As we all know, roads play an important part in our economy—a central role. Nearly every area of that economy would grind to a standstill if our road network did so. We require a high-performing road network to deliver the economy that we need. Our commitment in delivering that is the road investment strategy, which is a significant, £15 billion commitment that will see investment in 127 schemes across the road network between now and 2021.

This is a positive time for road investment, and that has implications for my hon. Friend’s constituency, because our strategy includes significant investment in Worcestershire, such as the introduction of smart motorways between junctions 4a and 6 on the M5. The work on that scheme is due to start later this year. When it is complete, we will see additional capacity through the use of the hard shoulder as an extra lane. We will also see the deployment of world-leading technology to make journey times more reliable and to reduce congestion on the network.

[Mr Robin Walker]

I am grateful for the investment that has been announced, which I welcomed earlier in my speech, in particular the fact that new surfaces are included, because that will help to make the motorway quieter for nearby residents. Over the years that has been a major concern for my constituents in Warndon Villages and for those of my hon. Friend the Member for Mid Worcestershire in Droitwich. Does the Minister accept that linking the extra capacity on the M5 to the west of the county will have significant economic benefits for the wider county economy?

[Andrew Jones]

I certainly accept that. Improving the strategic road network will have a knock-on effect on all the other arterial roads surrounding it. That is the point. A network does not just stop; it runs and flows—or at least it is meant to. I agree entirely with my hon. Friend.

Investment in local transport infrastructure such as the southern link road is vital to communities in the area, as recognised not just by my hon. Friend but by all local MPs. The strong economic benefits that the southern link road and Carrington bridge would bring are recognised by the LEP in its strategic economic plan. The A4440 Worcester southern link road is seen as an essential part of Worcester’s main road network, providing that important link between the M5 south and west to Worcester, Great Malvern and the wider Malvern Hills district, and on into Herefordshire and beyond. It is also an important bypass of the city centre and provides one of the two crossings of the Severn—the next crossing, at Upton, is a long way south. The road’s importance—its impact on the immediate area and on the remainder of the county—is entirely understood.

That is why, as my hon. Friend has highlighted, there has already been some investment in the road: the improvements to the Ketch roundabout and dualling of the A4440 towards Norton roundabout received funding as a major local transport scheme through the Worcester transport strategy. That strategy received a funding package of £14.2 million from the DFT and aims to improve the role of Worcester as the county’s principal economic hub through the delivery of a package of measures designed to improve sustainable transport and maximise access to economic activity in the city.

The elements of the southern link road package have already been detailed, and have made quite a difference. My hon. Friend highlighted how phases 1 to 3 have already brought improvement, but the image he gave of high-level fibre optics suddenly coming to an old copper connection brought home the importance of completing the scheme. I understand, however, that the work on that fibre-optic section—phases 1 and 2—has been progressing well and is due to finish this summer.

The Government recognise the need for improvement. That is not the issue here at all. The improvements on the A4440 south of Worcester have helped to support growth. The Government have put investment funding in place for those improvements. The importance of further investment was recognised in the expansion of the Worcestershire growth deal in January this year. We have confirmed that we will work with the county council, as the local highways authority, to determine how further stages of the work on the A4440 can be taken forward.

The A4440 is a key local road, and as such is the responsibility of the local highways authority, the county council. Any proposal for further improvements to the road is therefore a matter for the council. I know that the council recognises the complexity of the situation. The road is in a beautiful area of historic significance, as my hon. Friend highlighted, and crosses the Severn at its floodplain. The situation is sensitive, and I understand that feasibility work would need to be undertaken on the scheme. That is already under consideration.

I turn now to the point about clarity on funding streams. The Government have made a commitment to growth deals and to providing ongoing support to local enterprise partnerships to deliver jobs and growth. Funding for proposals such as the further development of the southern link road and the Carrington bridge is provided through the Government’s local growth fund and the growth deals agreed with LEPs. Any future growth deals would allow Worcestershire to put forward schemes that would make the biggest difference in the area, as has happened with previous deals, including the one for this road. It is therefore important that local MPs continue to work with the county council and the local enterprise partnership to maintain the scheme’s visibility as funding becomes available.

The Government recognise the power of transport to change lives and economies. It brings opportunity, tackles congestion, and improves connectivity and quality of life in an area. I have mentioned some of the ways in which the Government are already working to support transport infrastructure in Worcestershire. There are others. The local enterprise partnership was awarded £47 million in its growth deal last year, and a further £7.2 million in January. The local enterprise partnership has made a good start in delivering its growth deal and should be congratulated on both its strong governance and its excellent work in delivery. My hon. Friend gave a pithy quote from his LEP leader.

My hon. Friend has made a compelling case. He has clearly won local support. The quotes from the LEP and the council demonstrate that phases 1 to 3 have made a difference. I cannot say today, “I am bringing you a cheque from the Treasury”—I wish I could—but I can say that I think the scheme is a good one and that phase 4 would indeed complete the package. The Government will continue to invest in transport, in local growth deals and through LEPs. It is therefore important to make sure that this scheme is at the front of the funding queue—he has made a compelling case but it is a big queue. Historically, there has been under-investment in infrastructure, and the Government are trying hard to catch up. The infrastructure deficit almost matches the financial deficit that we are also tackling. The Government remain committed to investing in infrastructure and to excellent projects waiting for funding. I know that, with his customary tenacity as a champion for Worcester, he will keep working with neighbouring MPs to maintain the profile of the scheme. I will keep working to make sure that the Government deliver the best we can for the people of the city of Worcester and the rest of the fine county of Worcestershire.

Transport infrastructure is necessary, and the scheme is a good one. It is a question not of lack of will but of making sure that we have the cash. As the Government get and keep the economy moving, more and more cash is being invested in infrastructure. The issue is making sure that this scheme is at the top of the list locally, and my hon. Friend has done a fantastic job of making a compelling case for that today.

Question put and agreed to.

HGV Levy

Andrew Jones Excerpts

Monday 15th June 2015 Written Statements

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

Since 1 April 2014 all HGVs at or above 12 tonnes gross weight using UK roads have been required to pay the HGV road user levy. The levy ensures all such HGVs contribute to the costs of UK road maintenance and removes some of the inequality UK hauliers feel when paying to use many roads abroad. The levy costs up to £10 per day or £1,000 per year.

I am pleased to announce that the HGV levy has proved to be a great success in its first year of operation. It has raised a total £192.5million in receipts, with £46.5million from foreign-registered vehicles and £146million from UK-registered vehicles. Receipts from foreign vehicles are significantly ahead of the projected £21 million.

For most UK-registered HGVs, vehicle excise duty (VED) was reduced by the same amount as the levy, and is conveniently paid alongside VED to keep administrative costs to a minimum.

Over 160,200 foreign vehicles have been registered on the levy payment system. In total 1.9 million levies were purchased for foreign HGVs, 91% were ‘daily’, i.e. covering only one or a few days, 3% were weekly, 5% monthly and just 1 % annual, despite the discounts available on long duration purchases. This predominance of more expensive daily levies is a major factor in our original estimate being exceeded. Even so, in terms of revenue raised, 18% (£8.5 million) came from annual levies and 48% (£22.3 million) from daily levies. The number of levies purchased was greatest for Polish registered vehicles (27%), followed by Romania (12%), Spain (9%) and Hungary (7%).

The levy has also been a success in terms of efficient digital delivery and customer service. The vast majority of transactions—97%––are made through an on-line portal using registered accounts. The remaining 3% of sales have been through assisted digital point of sale terminals on ferries, at truckstops and through agents. This has all been supported by a multi-lingual customer service call centre.

Effective roadside enforcement has been provided by the Driver and Vehicle Standards Agency (DVSA), Driver and Vehicle Agency (DVA) in Northern Ireland, and the police. This has contributed to a levy compliance level for foreign vehicles inspected by DVSA at roadside check sites in Great Britain of 95%. Officers in Great Britain and Northern Ireland have issued over 3,000 fixed penalties for levy offences during its first year raising more than £900,000 in fines. DVLA has enforced the levy alongside VED for UK registered vehicles, and over 99% compliance has been achieved.

[HCWS33]

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 11th June 2015 Commons Chamber

[Stephen Metcalfe (South Basildon and East Thurrock) (Con)]

5. What steps his Department is taking to deliver the road investment strategy.

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

The road investment strategy, published in December 2014, set out ambitious plans for £15.2 billion of investment in the strategic road network between 2015 and 2021. The Department created a new Government-owned company, Highways England, to focus on delivering this plan. Highways England published its delivery plan in March this year, setting out next steps for the schemes starting construction or completing by the end of March 2020.

[Stephen McPartland]

The widening of the A1M between junctions 6 and 8 will release the economic stranglehold on Hertfordshire. Will the Minister update the House on the Department’s plans to start that work?

[Andrew Jones]

I most certainly can. As part of the road investment strategy, the A1M between junctions 6 and 8—the Welwyn to Stevenage stretch—will become a smart motorway. I cannot provide an exact start date for construction, but the next step is the detailed design and planning of the scheme, plus consultation with the local community to produce the best possible scheme. That work will be taken forward by Highways England. My hon. Friend has long been a keen champion of this scheme, and I will make sure that he is kept fully informed of progress.

[Stephen Metcalfe]

One of the things my hon. Friend and I agree on is the need for additional Thames crossings, but we potentially disagree about the location. Will he confirm that, before any final decisions are taken, he will fully evaluate the effect of free-flow tolling on the current Dartford crossing? Will he also look at whether what is currently proposed answers the question that was posed more than a decade ago?

[Andrew Jones]

It is rare, and always a matter of regret, if I ever have any disagreement with my hon. Friend. There is no doubt that a new crossing is needed. There are encouraging signs that the Dart charge is already bringing some relief to congestion in the area, and I can assure him that its impact will be evaluated and monitored carefully. However, I have major reservations about the suggestion to look again at all the schemes, as I do not want to delay progress. It has taken 10 years to reach this point, and we do not want to blight any more homes. Highways England is developing options for both possible locations and will take those to a public consultation scheduled for late this year or early next. I will be happy to discuss the matter further with my hon. Friend.

[Chris Matheson (City of Chester) (Lab)]

A road investment strategy is only as effective as the bodies that are tasked with delivering it. Will the Minister therefore have conversations with Highways England about its catastrophic mismanagement of the Posthouse roundabout A483-A55 junction in my constituency, where delays to commuters and huge costs to businesses continue months after the work should have been concluded?

[Andrew Jones]

I will have monitoring meetings with Highways England every month for the remainder of the time in which it delivers our plan. I want to make sure that it is on top of this and delivering it. The Government’s ambition for the road investment strategy is significant, with £15 billion of investment, 127 schemes and 1,300 additional lane miles. It is a significant step change for our strategic road network. Its delivery is critical, and it is one of the top things that I will focus on. I will also focus on a method of communication from Highways England and me to all colleagues.

[Jonathan Reynolds (Stalybridge and Hyde) (Lab/Co-op)]

One of the most important decisions made in the previous Parliament was the decision to proceed with the Mottram bypass in my constituency, giving us the much-needed improved connectivity between Manchester and South Yorkshire. There are now a number of issues to resolve to take the scheme forward, particularly whether Hollingworth will benefit and whether we can build a new tunnel under the Pennines, which, if feasible, will be very exciting. May I trouble the ministerial team for a short meeting in this Session to advance these matters further?

[Andrew Jones]

Yes; I am happy to do that.

[Martin Vickers (Cleethorpes) (Con)]

Before the election, the hon. Member for Scunthorpe (Nic Dakin) and I had a very useful meeting with the previous Roads Minister in connection with the A15, which provides access to the Humber ports. Although this is a local authority road, some involvement with the Department will be necessary. Will the new Minister meet me and all the agencies involved at an early date?

[Andrew Jones]

The A15 is a local road and this will be a local decision. I know that a business case is being developed. I will be happy to meet my hon. Friend and local organisations such as the council or the local enterprise partnership. The key thing is to make the business case as robust as possible, and I will certainly help him to deliver that.

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

The Secretary of State will be very familiar with the A50. May I draw the Minister’s attention specifically to the A50 where it runs through my constituency, where the slip roads are frankly dangerous? The weekly number of blue light incidents is alarming, and the number of near misses is deeply troubling. The Secretary of State will also be aware of the situation just down the road at the Blythe Bridge roundabout. Will the Minister look urgently at what is going on with that section of road?

[Andrew Jones]

I am not personally familiar with the slip roads as the hon. Gentleman describes them, but I will be happy to take this issue forward. If he would like to contact me with any of his concerns, I will happily take them up with Highways England and then get back to him with an answer.

[Maggie Throup (Erewash) (Con)]

3. What progress his Department has made on preparing for construction of the High Speed 2 rail line.

--- Later in debate ---

[Liz McInnes (Heywood and Middleton) (Lab)]

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

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

Road condition statistics for 2013-14 show an improvement to the local road network, with fewer main roads requiring maintenance than a few years ago. The funding of just under £1 billion that we are providing to councils this year––enough to fix up to 18 million potholes––should continue that trend. I am launching a pilot today, and when we launch the scheme next year it will provide councils with an incentive to ensure they are being as efficient as possible and that taxpayers’ money goes further. That incentive will add up to £578 million by 2021.

[Sir David Amess]

I congratulate my hon. Friend on his promotion. Local residents are delighted with improvements to the A13 and A127, and with the record amount of money dedicated to road improvement, which is helping to deal with potholes. Will my hon. Friend reassure the House that road safety is a top priority, with particular regard to crash barriers?

[Andrew Jones]

I can most certainly provide that reassurance to both my hon. Friend and the House. Road safety is at the heart of our programme; in fact, it was detailed as a key objective of our road investment strategy. Work on road safety was the first work I commissioned in the Department, which I did within hours of starting. I hope that that shows my personal commitment to this subject.

[Liz McInnes]

I am very pleased to hear that funding will be made available to councils to enable them to repair potholes. I receive regular complaints about the condition of my local roads, with potholes a major issue. I am not going to name each road individually because they are far too numerous to mention, but when will the funding be made available to Rochdale Council so that it can maintain the roads to the standard my constituents expect and deserve?

[Andrew Jones]

We have already announced a very generous scheme. This year, a needs-based formula is allocating £901 million across England, of which the hon. Lady’s council has already received more than £2.4 million.

[Mr Nigel Evans (Ribble Valley) (Con)]

Potholing has taken on a new meaning in the Ribble Valley and, quite frankly, it is dangerous when done in a car, on a bicycle or on a motorbike. The Minister mentions the £15 billion going into the road investment strategy. Cannot some of that money now be diverted, not into new roads but into existing roads to ensure that the potholes are filled once and for all?

[Andrew Jones]

My right hon. Friend the Secretary of State announced in December a fund of almost £6 billion to take us up to 2021, running at £976 million per annum, to support local highway authorities with their highway maintenance. I am sure the feedback that I suspect we all receive from our constituents will be supportive of that.

[Andrew Gwynne (Denton and Reddish) (Lab)]

The issue is not just about resources; it is about making sure that utility companies undertake proper reinstatement when they dig up the highway. Will the Minister look again at whether the regulations in respect of utility companies opening up the highways can be looked at afresh, so we can ensure our roads are reinstated to their proper condition?

[Andrew Jones]

The hon. Gentleman raises a very interesting point and I would be very happy to take that forward.

[Graham Evans (Weaver Vale) (Con)]

7. What steps his Department is taking to promote cycling.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 22nd January 2015 Commons Chamber

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

1. What financial assistance he is providing to local authorities to repair potholes.

[Andrew Jones (Harrogate and Knaresborough) (Con)]

8. What financial assistance he is providing to local authorities to repair potholes.

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

Potholes are a menace to all road users and that is why this Government are taking action. I announced in December 2014 that we are allocating just under £6 billion for councils in England to tackle potholes and improve local road conditions over the next six years. This funding is on top of the £4.7 billion we have provided since 2010.

[Mr McLoughlin]

I pointed out in my announcement that Southend-on-Sea would get £7.3 million over the period I have just referred to. Despite the financial situation we found ourselves in when we entered government, we allocated 27% more for road repairs in this Parliament than the previous Government did in the last Parliament.

[Andrew Jones]

North Yorkshire has one of the biggest networks of rural roads in the country, and we are very grateful for the extra cash the Government have provided to help. Rural areas often have a large road network, supported by the small tax base of the rural population. Can the impact of rurality be better reflected in funding for future repairs to our road network?

[Mr McLoughlin]

I certainly understand the point my hon. Friend makes—indeed, I have a large rural constituency that has many similar problems. It is up to the highways authority to look after its entire network fairly. Account is taken of rurality and road usage in the various highways authorities when we allocate this money to them.