Oral Answers to Questions
Debate between Andrew Jones and Guy Opperman(8 months, 3 weeks ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
That is a matter for the Department for Levelling Up, Housing and Communities. I will take it up with the Department and make sure that it writes to the hon. Lady.
Andrew Jones (Harrogate and Knaresborough) (Con)
Road Safety: North Yorkshire
Debate between Andrew Jones and Guy Opperman(9 months, 2 weeks ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
I congratulate the hon. Member for Selby and Ainsty (Keir Mather) on securing his first Adjournment debate. I think this is the first time I have had the opportunity to answer questions from him in the House of Commons, so I congratulate him on winning the by-election. My research tells me that he was born in 1998, which is a very scary thought for those of us who well remember 1998. It is of particular concern to me that when he first came to the House, he indicated to me that he used to work for my first parliamentary staffer, Pete McManus, whom he described as my boss. It is a worry when things are so proximate that the age of individual Members of Parliament is catching up on you. I am sure that that is not an issue for anyone else in the House but it definitely is for me.
I take this debate very seriously, and the hon. Gentleman rightly raises the concerns of his constituents. I pass on my condolences on behalf of the Government and on behalf of everyone here today for the recent fatality that has taken place. Before responding to the essence of what he said, I want to make it clear that every death or serious injury on our roads—not just in North Yorkshire but up and down the country—is a tragedy, and we continue to work tirelessly to improve road safety for all users. That is not just drivers; it is also pedestrians, motorcyclists, cyclists and mobility scooter users. However, the fact is that Britain has some of the safest roads in the world. The most recent records show that 1,711 people were killed and 28,000 seriously injured on our roads. However, that is clearly a tragedy for any individual so affected and for their family, and we want to work to address that.
I want to make a number of points. Speed-calming measures were a massive part of the hon. Gentleman’s speech. Local authorities, as he rightly identified, have powers under the Highways Act 1980 to install a range of traffic-calming measures. Road humps, chicanes and other such features have all been proven to reduce inappropriate vehicle speed, which, as well as reducing the risk of collisions, lessens the severity of any that do occur. There is also the ability to install other measures to improve road safety, such as pedestrian crossings and 20 mph speed limits. The Department for Transport produces a wide range of good practice advice to help our local authorities to design and deliver such measures. It is for the local council to decide what measures may be appropriate in different locations, taking into account a vast number of criteria. The Department does not set numerical criteria for footfall or collision numbers that must be met to justify the installation of such safety measures. Local authorities can choose to set their own criteria, but that is a decision for them.
I now turn to the vexed issue of 20 mph zones. Every Member will be acutely aware that the introduction of a not total but effective 20 mph zone in Wales has been a singularly unpopular policy that has caused great concern, and it is certainly not something that the Government support. On the other hand, as far as I am aware, not a single Member of Parliament is against the concept of 20 mph zones around schools. There has to be a happy medium, and that is a local authority decision. There are all manner of different factors, including how a zone will influence quality of life, road safety, the environment and the local economy. Local authorities should also take into account the Department’s plan for drivers. To assist them, we are updating the 20 mph speed limit guidance for England to ensure consistency.
I asked for the road safety statistics for the hon. Gentleman’s constituency dating back some considerable time, and my source is the STATS19 data adjusted for changes in reporting systems. There were 46 KSI—killed or seriously injured—casualties on an adjusted basis in 2022, compared with 138 in 2009. We all accept that all the numbers are too high. There is much criticism of both the local authority and this Government, but I gently point out that Labour was in government in 2009. There is a significant difference, and the number has been in double figures since 2013. One can bandy around statistics, but it is clear that the number has come down significantly.
There are a couple of key points to note. First, there has clearly been significant investment in North Yorkshire with the A59 Kex Gill scheme, the A164 Jock’s Lodge junction improvement, the A1237 York outer ring road dualling and the A1079 improvement scheme. I merely make the point that those road improvements have inevitably improved safety.
Andrew Jones
The Minister will have seen that, yesterday, York and North Yorkshire Combined Authority was allocated £380 million from the local transport fund. When we have a local Mayor in place, could that money be used to fund road safety improvements through capital projects?
Guy Opperman
The answer is yes, quite simply. It is legitimate to say that this new money for areas across the country, which was announced only yesterday, is a result of the Prime Minister’s decision on the second leg of High Speed 2. A £4.7 billion, seven-year local transport fund has been made available to a large number of local authorities outside the city regions—city regions receive city region sustainable transport settlements—in the north and midlands.
The LTF includes £2.5 billion for local authorities in the north and £2.2 billion for local authorities in the midlands, and that funding will be available from 1 April 2025. This allows local authorities and combined authorities to plan and set their processes, to consult in the appropriate way and then to deliver.
The York and North Yorkshire Combined Authority will receive £379 million—I correct my hon. Friend by £1 million—from the local transport fund, which will be game changing. There is much criticism of the local authority, but I met Keane Duncan, local representatives and Members of Parliament when I visited the region at the beginning of January. I was impressed by their commitment to try to do transformational work for North Yorkshire, which includes making the case for further funding. As my hon. Friend outlined, we have been delighted to set forth and provide that. It can bring about road improvements, pelican crossings, road safety measures and traffic-calming measures, and can address other particular points. The guidance will be published shortly, but the fact that it is dramatic new money to assist with specific transport policies can only be welcomed.
I wish to make a few extra points. Road safety is determined, fundamentally, by individual drivers. We should all acknowledge that we can throw brickbats at local authorities or Government, but we require drivers to change their ways. When my hon. Friend was in the Department for Transport, he instituted changes to the highway code and to the driving test. The test that those of us of more advanced years took is dramatically different from the one taken by someone of more recent years, and the highway code is also dramatically different. It includes a hierarchy of road users and makes it very clear that there is a greater degree of reliance upon safety; we are conscious that the driver needs to be better qualified. There is no comparison between the old test and the new test. That has made a difference, which can be seen in the reduction in the numbers that we see in the safety statistics. That is just the tip of the iceberg, and I wish to set out some of the other Government interventions that have been made.
The safer roads fund has invested £47.5 million to fund 27 schemes, taking the total funding to tackle our most dangerous roads to £147.5 million over 83 schemes since 2017. We have made interventions to legislate to address some of the most dangerous activity on our roads. Clearly, the rules on mobile phones have changed. We have also increased the sentence for causing death by dangerous driving, or careless driving while under the influence of drink or drugs, from 14 years’ to life imprisonment. We have increased the disqualification period for those causing death by dangerous driving or death by careless driving when under the influence of drink or drugs from two years to five.
We have also undertaken a number of projects to improve the safety of our roads, including the roads policing review, whereby the number of forces putting road policing in their police and crime plans has increased from 15 to 42, with 30 now including road safety. Roads policing has been a strategic policing requirement since February 2023. That sounds techy but it genuinely makes a difference. Our Project RADAR is a systematic investigation that is creating new opportunities to combine and compare data across Departments, arm’s length bodies and policing. That is identifying and intercepting the most dangerous vehicles on our roads. I could go on.
Oral Answers to Questions
Debate between Andrew Jones and Guy Opperman(2 years, 5 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Guy Opperman
My hon. Friend is a doughty campaigner for his constituency and for the wider area, and the jobs that he is concerned with, and I give him great credit for that. I am not the responsible Minister, and I know that that letter has only recently arrived into the Department, but I will ensure very definitely that the Minister in respect of this particular decision will meet him in the near weeks so that there can be a proper discussion in respect of the situation for impacted staff.
Andrew Jones (Harrogate and Knaresborough) (Con)
Oral Answers to Questions
Debate between Andrew Jones and Guy Opperman(2 years, 8 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Guy Opperman
The income taper in housing benefit ensures that claimants will always be financially better off working than not being in work. We believe that maintaining housing benefit in these cases has allowed claimants to continue to receive more tailored financial support for their housing costs than would currently be available through universal credit.
Andrew Jones (Harrogate and Knaresborough) (Con)
Transport Infrastructure (Northumberland)
Debate between Andrew Jones and Guy Opperman(10 years, 3 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Guy Opperman
We could not make the case more clearly that we care that the Scots stay as part of the Union and that we hope they say “No thanks” on 18 September.
The A69 is the chief arterial route that connects east and west across the rural north. It is dualled between Newcastle and Hexham, but thereafter it is a notorious stretch of single-track road, with occasional dual passing points. It has seen too many accidents, and its limitations are holding back the growth of the economy in west Northumberland and Cumbria.
As I said, I met the Secretary of State for Transport in the summer, I continue to make representations to the Department for Transport and the Highways Agency, and I very much hope that the three key Members of Parliament who are concerned with this road will be taking forward their commitment to trying to improve in many shapes and forms the A69 west of Hexham, leading on into Carlisle. We accept—I will help the Minister on this point—that the present spending round is committed up to 2016, but I want to make the case today that the upgrading of this crucial road should be in the frame for the investment programme post-2016, leading up to 2020.
Finally, I come to the A696 as it heads to Otterburn, which only last month saw another fatality. Clearly, that is not part of the DFT strategic road network, but I welcome the recent increase in the DFT integrated transport block funding, paid by the Department to Northumberland county council for transport capital improvement schemes. The allocations to Northumberland during the last four years have increased, and last year’s £1.9 million has now risen to £2.7 million. I will be liaising with my Ponteland and other Northumberland county councillors to pitch for improvements for this road from capital funding.
No speech on roads and infrastructure in Northumberland and the rural north could go ahead without a mention of the chronic potholes that we suffer. However, I must thank the DFT for the £5.6 million to alleviate some of our many potholes, and also payments for elsewhere in the north, such that the situation has massively improved, although there are some in various parts of my constituency that, amazingly, have not been addressed.
The Minister has particular responsibility for railways, so I turn my attention to the Tyne Valley line between Newcastle and Carlisle. This is an essential link. It leaves Newcastle, which again has just had an £8.6 million upgrade, paid for by the DFT, and carries significant freight and more than 1 million passengers a year through urban, commuter and rural areas. It connects thousands to their jobs, hospitals and schools, and provides connections for the long-distance services that emanate from Newcastle and Carlisle. I am in regular contact with members of the excellent Tyne Valley rail users group, and I thank them and all the constituents who have written to me and made representations on my blog or in any other way for their help both in keeping me informed and in preparing for this speech.
Looking to the future, the potential for the line is vast. This northerly cross-country route needs greater attention. There are significant issues surrounding the timetable of the line, ticket retailing and the line’s integration with other modes of transport. The present service features very out-of-date rolling stock. The Sprinter and the infamous 1985 British Leyland Pacer trains desperately need improvement. The Pacers in particular are uncomfortable, expensive in terms of lease and repair costs, are hot in the summer and cold in the winter, lack wi-fi and offer limited luggage space, and my constituents and our tourist visitors deserve better.
Yet despite these limitations, our story locally is a positive one, because these last few years have seen improvements. Frequency on the line has increased, passenger usage at stations west of Hexham has increased markedly, and the service to smaller stations has also improved. In that context, we have the Northern rail franchise. We are all conscious that that is coming, and I want the Minister to allay concerns about the franchise. I hope she agrees that it is essential that the new franchise on the Tyne Valley line offers a timetable that gets passengers to where they want to be, at the times they want to travel, with improved carriages that run on time, and changes that make the railway competitive and more attractive to locals and tourists alike, with integrated ticketing with other transport providers. In short, we want an improvement, not a contraction, of the capacity and the services.
Andrew Jones (Harrogate and Knaresborough) (Con)
I am really enjoying my hon. Friend’s speech and he has a well-deserved reputation as a local champion. I chair the Government’s electrification taskforce. Will he meet me outside this place to go through his proposals, so that I know much more about what is necessary for the line and can take his proposals forward within the taskforce?
Guy Opperman
One of the best advances of the Secretary of State has been the creation of the electrification taskforce, and I am glad that a northern MP—in this case, the Member for Harrogate—is leading the way, such that we can make representations. The longer term must see electrification of the Tyne Valley line, as it sits between the east coast line and the west coast line, both of which are electrified. Frankly, without that forward movement we will struggle in the longer term, so I will meet my hon. Friend, as will other Members interested in this area, and I genuinely welcome his intervention.
The increased capacity, customer service and satisfaction, which I understand are the key points of a franchise, are what we seek going forward, and I can only add that the longer the franchise is awarded for, the greater the prospects are for improvements.
Given the time left to me, I will briefly make the point about the Tyne Valley line that along with electrification we need to review the signalling processes and address the maximum speed on the line. I could talk at length about the stations and the Network Rail issues that apply to the line, but I will simply say that I have a forthcoming meeting with Network Rail, at which I will raise the crossing points that concern so many people, as well as everything from the upgrades needed at Prudhoe station and to Bardon Mill station that are being proposed.