Rail Services (Eccles)

Barbara Keeley Excerpts

Wednesday 26th March 2014 Westminster Hall

[Hazel Blears (Salford and Eccles) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Davies. I am very pleased to have secured this debate—I am sure that my constituents will be happy—and it is good to see the Minister present.

Trains in Eccles have a long and proud history. When we opened the very first passenger railway, the Liverpool and Manchester railway, on 15 September 1830, Eccles played a part. It was actually a sad part, because tragically, on the day that the railway was launched, the Member of Parliament for Liverpool was struck by Stephenson’s Rocket. Stephenson managed to evacuate the injured MP, Mr Huskisson, to Eccles on a train, but sadly he did not recover from his injuries and died. Eccles therefore has a proud role in the history of the railways. However, that is the past, and my constituents are very concerned about the future of railway services in Eccles.

We have an amazing campaign group called Freccles, which I hope the Minister is aware of, because the Secretary of State, when he visited us recently to mark the beginning of the electrification of the Liverpool-Manchester line, met members of Freccles. The Secretary of State, in his subsequent correspondence to me, has been very complimentary about them. They are entirely a group of volunteers—Mr Stephen Clapham, Professor David Yates, Mr Sean Dunne, Mr Eoan Edwards and Ms Nina Keshishian—and they have been campaigning since 2005 to get an improved railway service at Eccles. They first came to see me in 2009, and together we have been campaigning for the past five years to get some progress.

We have a simple request. At the moment, Eccles station has an hourly service into Manchester. We are just a few miles outside Manchester and a thriving town in our own right. My hon. Friend the Member for Worsley and Eccles South (Barbara Keeley) has Patricroft station in her constituency, where there are equally good campaign groups. We have an hourly service, and we are campaigning for two trains an hour—a half-hourly service. I would not have thought that, after five years of campaigning and bringing all our powers to bear, it was too much to ask. Unfortunately, we have made little progress over that period.

[Barbara Keeley (Worsley and Eccles South) (Lab)]

The town of Eccles is split between my right hon. Friend’s constituency and mine—even though Eccles station is in her constituency—which is why I am here to support her debate.

Groups such as Freccles do a wonderful job in maintaining the fabric and look of that building. Nevertheless, does my right hon. Friend agree that, beyond their excellent work in making those improvements, what they want more than anything is the half-hourly service? They already do brilliant volunteering, but the issue is not just about how the station looks, but about how the train service runs.

[Hazel Blears]

My hon. Friend makes an important point. The group has regenerated the whole station. We have flowers on the platforms, a lovely entrance way and a mural; in fact, our station is better than the service. What we now need to do is ensure that the service lives up to the efforts of Freccles, which has done such a wonderful job.

We started in 2009. I wrote to Arriva Trains, which was operating the service between Manchester Piccadilly and Chester, asking for two trains an hour. It wrote back to me, saying, “The line is fairly congested. There is insufficient track capacity for additional stops without creating delay to other services. In addition, many of our trains are already very crowded on this route, and we would need to agree a strategy with the Department for Transport to secure sufficient rolling stock.” So, in 2009, we had little track capacity and overcrowded rolling stock, and Arriva Trains was not able to help us out.

Arriva directed me to Northern Rail, so we took the case up with that company. We had correspondence back and forth, culminating in a letter on 28 January 2011. Northern Rail gave me a much more detailed response, including the times of trains at key junctions and saying that it needed clearances of a specified number of minutes to be maintained. It said that it would not be technically feasible to insert an additional stop at Eccles station. It also talked about track capacity being limited at the Liverpool end of the route; apparently, if the train were to stop at Eccles station, it would result in the service passing Huyton junction around two minutes later, clashing with the eight minutes past the hour Wigan-Liverpool local service.

There were clearly a number of obstacles in our way, preventing a change to the system, and Northern Rail was also unable to help us. It said, “I am sorry that I cannot meet your aspiration to change the timetable on this occasion.” However, it told me that it was going to do new signage and some refurbishment. We therefore have new signage and refurbishment, but we do not have any trains.

Nevertheless, we persevered and had a number of meetings with the Greater Manchester transport executive. We also met with Salford city council, which has been supportive, and Transport for Greater Manchester. I have also been in correspondence with the Secretary of State to raise the issues.

I honestly believe that there is a good case for having two trains stopping at Eccles every hour. Over the past few years, the Eccles area has changed quite dramatically. MediaCity has now come to Salford, with the relocation of BBC and ITV. There is a lot of regeneration going on; we are about to have the regeneration of Port Salford in the constituency of my hon. Friend the Member for Worsley and Eccles South. Eccles station is now becoming much more of an interchange, signposting people to the Metrolink, which stops in Eccles and which has been able to open up the whole west side of Salford for regeneration.

Transport for Greater Manchester has a matrix on how many passengers a station must have to justify having two trains an hour. Over the past three years, the average number of passengers at Eccles station was 139,583. On TFGM’s analysis, if there are between 50,000 and 500,000 trips a year, the station is entitled to two trains an hour. The lower limit is 50,000, but we are at 140,000, so we more than meet that criterion.

TFGM said that, because Eccles station is an interchange with both Metrolink and bus services, it could justify a three-trains-an-hour, or even a four-trains-an-hour, service. It says that it has conveyed that view a number of times in its reports to the train operators, and it has met Freccles on a number of occasions.

We have been told time and again that the matter will be addressed in the new franchises that are being considered for train services in Greater Manchester and the north-west. We were hopeful that, when the line was electrified, journey times would be considerably shortened, enabling us to overcome the difficulties that Northern Rail set out—the tight time scales of trains passing one another, and there not being the minutes available in the timetable to do essential maintenance, or to manoeuvre rolling off to another siding before the train came back on. When we got electrification, we thought, “Well, at least this is a chance to achieve our aspirations.” However, we still do not have an agreement that we can have two trains an hour. The reason why I have secured this debate is that I am beginning to worry that the time scale is going on and on, and it is unacceptable.

We have now been told that a direct franchise for 22 months has been awarded, which runs from April 2014 to February 2016, after which there will be a completely new franchise. As I understand it, in that new franchise—I want the Minister to address this—there is a possibility to have more flexible commissioning in addition to the basic service. There is therefore a possibility in that new franchise to commission for two trains an hour to stop at Eccles station.

The consultation will begin this summer, as the Secretary of State has written to me to confirm. He also said that Freccles—and indeed I and my hon. Friend the Member for Worsley and Eccles South, as Members of Parliament—may make representations, which will be taken into account in drawing up the new franchise. He said, “I am pleased to note that Freccles are already working closely with Northern, a current operator,” and suggested that Freccles puts its views in for the 2016 franchise. He said, “This is because our specification for the full franchise may well give bidders flexibility to propose additional services over and above those we specify as requirements for the franchise.” Therefore, I can see just a glimmer of hope that, after nearly 10 years of campaigning to get a half-hourly service at Eccles, we might have the prospect of success.

[Barbara Keeley]

My right hon. Friend is making a powerful case. Taking into account her important point about passenger numbers and the access to employment that could be enabled by better train capacity, does she agree that the bigger reason why the Minister might want to consider is reduced traffic congestion? We have some of the most congested sections of motorway anywhere in the country, particularly the M60 ring road. The Highways Agency has been prevented from running its motorway widening scheme in those sections of the M60 as the air quality is too bad to tolerate any additional traffic. Motor traffic has nowhere to go, which adds to the powerful case she is making.

[Hazel Blears]

I am grateful to my hon. Friend for raising the wider economic issues for Eccles and the surrounding areas, which are extremely important. As the Minister knows, rail connectivity can often be a driver of regeneration. We have a particular problem with housing shortage in this part of the Salford area. We have many applications for new housing but without proper transport links, including a rail link into the centre of Manchester, it is very difficult to satisfy those demands for housing development. I said that we have a number of big regeneration schemes coming on board and there are many applications for planning permissions to our local authority. Therefore, the economic case for having a decent rail service for commuters to get from Eccles into the centre of Manchester and home again in the evening is absolutely essential.

My hon. Friend mentioned reducing congestion and emissions. Rail is a much more climate-friendly way to travel, as we all know. In fact, there has been a big push by Governments of all political opinions to get people off the roads and on to the rail service, which has been very successful. I think that there has been a 30% increase in the number of people travelling by rail in Greater Manchester, which has helped both the economy and in terms of emissions and the atmosphere.

There is an overwhelming case for the increase from an hourly service to a half-hourly service; as I have said, it is not too much to ask for. When the Minister responds, I hope that he can give me some hope that in the consultation for the 2016 franchise we will at last be able to get that service for local people. It meets the criteria that have been set out in TFGM’s assessment and it can now happen in a practical way, because of electrification and the changes to the timetable. If we are to achieve the economic benefits as well as improve the convenience of local people, it is absolutely essential that we put the half-hourly service into place. It is very rare that there is a situation where virtually every part of the system—the operators, TFGM, the local MPs and the local people—is saying that a change should happen, and therefore it cannot be beyond our wit to put that plan into practice.

I started this debate by saying that trains in Eccles have a proud history, as they do. The members of the Freccles campaign group have been working away on this issue for many years now and I want them to have some assurance that their campaigning, their commitment and the fact that they have given their own personal time to make this change happen and to improve the station in the way that they have will be rewarded with a decent service that they can rely on.

It is simple for the Minister. What do we want? We want two trains an hour. When do we want it? Before 2018. I hope that he is able to give us some assurance on that.

--- Later in debate ---

[Mr Goodwill]

“Plus ça change,” as I am tempted to say. I am told that only one thing is more difficult than building a new railway line: closing an existing one.

I welcome the investment made at Eccles station during 2013, which included a brand new ticket office building. That £235,000 project was funded by the national station improvement scheme, with contributions from TFGM and Salford City council. It provides a waiting area that offers much-improved facilities for passengers, and a raised section of platform—I am told it is called a “Harrington Hump”—has been provided on the eastbound platform. That will reduce the stepping distance from the platform to trains at Eccles, making it easier for people with reduced mobility or those with baggage or pushchairs to board trains to Manchester.

Northern Rail is installing a cycle hub at Eccles, which is due for completion next month. Having said all that, I understand that having a waiting room is no good if people have to wait too long for their train.

In July 2013, the Secretary of State for Transport unveiled a plaque at Eccles to commemorate the substantial completion of the first phase of electrification of the Liverpool and Manchester Chat Moss route. I commend the efforts of the volunteers who form the Friends of Eccles Station group, which has made such a contribution to improving the environment at Eccles station and promoting the benefits offered by the local railway, working with Northern Rail’s client and stakeholder manager and others.

Freccles, as we have to call the group, is just one of the groups of friends, station adopters and community rail partnerships made up of local people who volunteer their time and energy to improve their local stations and promote train services in the north of England.

[Barbara Keeley]

I did not want to let the Minister mention Freccles, an excellent group that does great work, without also mentioning Friends of Patricroft Station, a station near Eccles. That group is also campaigning for two trains an hour, as well as for the implementation of Sunday services. For some of these stations, a Sunday service would mean everything. It seems crazy to build up the numbers of passengers and the footfall during the week without having a Sunday service.

[Mr Goodwill]

It seems that there is not a friendless station in Lancashire. These volunteers who we have heard about make a considerable contribution at Eccles, other stations in the north and right across the Northern Rail network.

I am aware that Freccles wishes to see additional train services calling at both Eccles and Patricroft. The hon. Member for Worsley and Eccles South (Barbara Keeley), who also mentioned air quality issues in a brief intervention, wrote to the Secretary of State on this subject on 7 March.

I appreciate the view of Freccles that additional trains at Eccles could provide local people with a broader range of direct journey opportunities to Liverpool, Chester, north Wales and Manchester airport for work and leisure. That would make it easier for people to travel to work opportunities by train, including the opportunities at Manchester airport and the growing Media City in Salford.

Local train services at Eccles and Patricroft are sponsored and specified by TFGM, which is a co-signatory to the Northern Rail franchise agreement. The Government believe that TFGM, as the local transport authority, is well placed to decide how best to deliver local transport to serve new employment opportunities such as those at Media City, and to offer sustainable and convenient journeys that bring economic benefits and access to jobs and leisure, while helping to reduce carbon emissions from transport.

The railway industry has to develop services that best balance the competing needs and aspirations of all passengers within the capacity of the infrastructure and the funding available. A balance has to be struck between people making local journeys, who wish for trains to call at a number of stations, and other passengers making longer journeys, who are attracted to the train because it can offer a quick journey between main city centres. It is for train operators to decide, in partnership with TFGM, whether there is an appropriate business case for their existing train services to make additional calls at Patricroft and Eccles stations.

Although there may be little obvious cost in an existing express train stopping at those stations, operators have to consider whether the additional fare revenue from new passengers is likely to cover the increased use of fuel and other industry costs. There would also be an impact for existing passengers from extending journey times. By offering quick journey times, express trains offer people a competitive alternative to other modes of transport.

An additional station call would require changes to the timetable, as a station call typically adds two or three minutes to a train’s journey. At busy junctions around Manchester, slowing a train by only a few minutes could mean that it arrives at the same time as a train that is currently running behind it or one that crosses the junction in a conflicting move. The railway infrastructure around Manchester Piccadilly is used to full capacity at peak times. Additionally, train operators need to consider how busy their existing trains are. For example, would a greater number of passengers making short journeys on an existing train lead to those making longer journeys having to stand?

Oral Answers to Questions

Barbara Keeley Excerpts

Thursday 20th March 2014 Commons Chamber

[Mr McLoughlin]

I have mentioned that once or twice, and I am grateful to my right hon. Friend for mentioning it again. It is fantastic that Hitachi has announced that it will locate its headquarters in London and that it is building its manufacturing plant in Newton Aycliffe. That follows the contracts to build the new IEP trains that were awarded and signed by this Government.

[Barbara Keeley (Worsley and Eccles South) (Lab)]

T7. The Government say that there is no time in the next 14 months to bring forward a dedicated taxi Bill. Instead, they are pushing through proposals to lower standards and deregulate the taxi market outside London in the Deregulation Bill. Given that there is so little for Parliament to do most weeks, will Ministers explain their actions and say why they cannot take a taxi Bill through the House in the next 12 months?

[Mr McLoughlin]

I am not in a position to announce what will be in the future legislative programme for this House. It is no secret, given that it has been announced by my right hon. Friend the Leader of the House, that the state opening of Parliament will be in June. There is certainly no time left in this Session.

Electric Vehicles (Vulnerable Road Users)

Barbara Keeley Excerpts

Wednesday 30th October 2013 Westminster Hall

[Barbara Keeley (Worsley and Eccles South) (Lab)]

Thank you for calling me at short notice, Mr Hood. I congratulate my hon. Friend the Member for North Tyneside (Mrs Glindon) on securing the debate and on her excellent opening speech. We have heard moving speeches from other hon. Members, for which I am grateful.

I think it was last week—it is difficult to remember when things have happened in this place—that I attended an event run by the Royal National Institute of Blind People for young people, so that they could meet their MPs and be their own advocates on issues that they had encountered locally. A young constituent with visual and hearing impairments spent some time—and I was glad she did—telling me what lack of confidence meant to her. She had reached the stage of not being confident to go out or travel independently, and she explained how that curtailed her life and how, with the help of the RNIB, she was getting over it. Several hon. Members have talked about how incidents involving quiet vehicles can affect confidence: we need to think about that.

My young constituent told me she was learning to use a cane and hoping to get a guide dog. My hon. Friend the Member for Clwyd South (Susan Elan Jones) mentioned talking buses, and my constituent talked a lot about different modes of transport and how she could be assisted. However, lack of confidence was her biggest problem. It is vital to consider the needs of such vulnerable road users, because a limit is placed on a young life if such a person does not have the confidence to go out. Action on quiet vehicles could help with that issue.

There is a single trunk road, the A57, in the area where my constituent lives. There is a lot of development going on and a new stadium is being built. There is also at present a complex set of road works and traffic systems. Cyclists and pedestrians share the pavement, so it must be quite common for people to be pushed out into the road, as has been mentioned this afternoon. I have had many complaints about it. A traffic flow system has been installed, but it changes when the stadium is in use. Someone like my constituent, struggling to learn to use a cane or go out with a guide dog, must cope with such complications—pedestrians and cyclists on the pavement, a traffic flow system that is sometimes one way and sometimes another, and two narrow lanes. That is tricky even for someone whose faculties are not in any way impaired. There is nothing we can do about that until the new road is built, which will take more than a year, but that is the environment that my constituent is learning to deal with.

We have heard about people with a guide dog being forced out into the road, and sometimes there will be complex traffic and pedestrian conditions in a locality, as there are in my constituency at the moment. I should hate to think of my young constituent having a frightening experience with an electric vehicle as she was learning to become more independent and confident and get out more. I am sure that if that happened it would push her back into not using her cane or going out with her guide dog. She would not go out—which is the situation she has been in for some time. Sometimes such factors come together in an area, and they make things worse.

I want to do anything that would help my young constituent to become more independent and learn to be away from home. She wants to get out and have a social life, and to have opportunities for education and training. The move that we have been debating is essential for people such as her and other vulnerable road users and I urge the Minister to take what action he can.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

It is a great pleasure to serve under your chairmanship, Mr Hood. I congratulate the hon. Member for North Tyneside (Mrs Glindon) on securing this debate on electric vehicles and vulnerable road users. I thank all hon. Members who have contributed to the debate—the hon. Member for Birmingham, Northfield (Richard Burden) listed them, so I will not do so—which has given me an early opportunity to review the issue.

I am responding to the debate, but my noble Friend Baroness Kramer covers this area of competence in the Department, and I have taken her advice. I hope hon. Members will feel as free to lobby her as they have lobbied me today. The Government take the issue seriously, because the concerns are very real and affect many road users daily. Ministers in my Department are united in our ambition to do what we can both to maintain and to improve safety standards.

The Government understand the real concerns of the visually impaired and other vulnerable road users about the potential hazards of very quiet vehicles, including electric vehicles. Quiet vehicles are not new. I am not sure whether it was Mr Rolls or Mr Royce who bragged that only the clock could be heard when one of their cars was running. Many of my generation will remember milk floats making deliveries to houses. Indeed, I came to Parliament today on a silent vehicle, a bicycle—panting was the only noise that could be heard—and there are hundreds more bicycles than electric or hybrid cars on the streets of London. Anyone who ventures to cross the road because they can hear nothing coming will quickly find that they might be hit by one of the bicycles ridden around London at breakneck speed.

I commend the Guide Dogs campaign, which has been effective in bringing concerns to the attention of a much wider audience. My predecessor, my hon. Friend the Member for Lewes (Norman Baker), attended and spoke at its reception in June, and my officials have advised me that his speech was well received.

The hon. Member for Clwyd South (Susan Elan Jones) said that many Members had expressed their opinions, but opinions are not a sufficient basis for Government action; we need firm evidence. Although the number of plug-in electric vehicles on our roads is still relatively small, it is growing. By the end of September, we had received more than 6,000 claims for plug-in car and van grants. More than 1,200 such claims were made in the last quarter, which makes it the best quarter to date, being 25% higher than the previous best quarter.

The Government are committed to establishing the UK as a leading market for ultra-low emission vehicles. We expect the uptake to continue to grow significantly as more and more vehicles—particularly those produced in the UK, I hope—come on to market. The Department for Transport is committed to promoting safety systems and new technologies wherever there is evidence that they help to reduce injuries and there is clear justification.

The European Commission has produced a proposal to permit the fitting of added noise systems to electric and hybrid vehicles, and separate steps are being taken at international level to agree standards for added noise systems and to ensure that they are effective without being intrusive. Once complete, those agreements should be incorporated into EU legislation. Factors to be discussed include the speed at which systems should be active, the type of noise and the sound levels, all of which have yet to be decided internationally.

On mandatory sound alerts for ultra-low emission vehicles, our position is based on an assessment of the risk that those vehicles pose to pedestrians. The Government sponsored research into that question, because research carried out in the United States had raised understandable concerns about the safety implications of quiet road vehicles.

Our research has suggested that there is no increased pedestrian risk associated with electric or hybrid vehicles in the United Kingdom. The published report has shown that although quieter vehicles are harder to hear approaching, as would be expected, the accident rates for electric and hybrid vehicles are broadly similar to those for conventional vehicles. The contradictory research in the US had suggested that there may be a higher rate of accidents for electric and hybrid vehicles, but we should be cautious about applying those results to the UK, where infrastructure and driver behaviour are different.

[Barbara Keeley]

We do not have many such vehicles, although their number is increasing, as Members have said. Should not the caution be about not waiting till there have been lots of accidents? I just think that the Minister is approaching this the wrong way round.

[Mr Goodwill]

In introducing the debate, the hon. Member for North Tyneside said that the number of accidents involving such vehicles had tripled, but that is almost entirely attributable to the increased number of vehicles. The statistics show that although there is a slightly higher number of accidents per 10,000 cars for electric and hybrid vehicles, the increase is certainly not of the magnitude she mentioned.

Oral Answers to Questions

Barbara Keeley Excerpts

Thursday 25th April 2013 Commons Chamber

[Mr McLoughlin]

My hon. Friend is right to say that I know that line particularly well, and I often ask questions about it to find out what is happening over the whole rail network. However, I should point out to him that cheap deals on that particular line can be found.

[Barbara Keeley (Worsley and Eccles South) (Lab)]

2. What steps he is taking to increase the affordability of bus travel for young people accessing education or training.

[The Parliamentary Under-Secretary of State for Transport (Norman Baker)]

The legislation which regulates the bus industry and which we inherited upon coming to office does not require bus operators to offer reduced fares for young people accessing education or training, although in many areas this is available, thanks to local authorities or operators themselves. However, this creates an unfair and confusing patchwork of fares. Young people deserve a better deal, including more consistent and affordable bus fares, and I am making this my top bus priority from now until the next election.

[Barbara Keeley]

That is a good thing, because the education maintenance allowance helped young people with travel costs, but this Government have abolished it, leaving them struggling. Many young people will have extra travel costs if they are to take up apprenticeships. Our constrained local transport authority, Transport for Greater Manchester, cannot manage to help with that. The Minister says that this is a priority, so will he review the position urgently, because it is stopping young people getting into education and taking up apprenticeships opportunities? Will he also look at putting some central costs in, because our local transport authority does not have the budget to help with this?

[Norman Baker]

The performance of local authorities and passenger transport executives across the country varies enormously. The education maintenance allowance was replaced by the 16 to 19 bursary fund—£180 million provided by the Department for Education. I am in discussions with my colleagues at that Department about access to education. With reference to access to work, the hon. Lady will be aware not only of the steps taken under the local sustainable transport fund to help access to work, but the initiative on which I have worked with bus operators to ensure that there was free access for some people out of work in January.

West Coast Main Line

Barbara Keeley Excerpts

Monday 17th September 2012 Westminster Hall

[Barbara Keeley (Worsley and Eccles South) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Davies, and to follow another hon. Member from the north-west. I apologise for being absent during the first part of the debate; as I notified the Speaker, I was attending a funeral in my constituency earlier this afternoon.

Like many hon. Members, I travel on the west coast main line every week. Since first entering the House, I have seen the service improve greatly over the past few years, when it has been run by Virgin. Thinking back to 2005, when I was first elected, many colleagues flew to London and back rather than using the train, which is not the case now. The service takes around two hours from Stockport to Euston, and there are three trains an hour. Since the upgrade—which was, indeed, painful—to the infrastructure on the west coast main line and the introduction of Pendolino trains, passenger numbers have grown from 13 million to 31 million.

The debate this afternoon is about letting the franchise for the main line go to FirstGroup, even though there are strong concerns about that company. I shall focus on those issues in my remarks. There are worries about FirstGroup’s bid, as the company will make premium payments of £5.5 billion during the core term, based on 66 million customers being carried. That point is important; the number of passengers has increased from 13 million to 31 million, but can it increase to 66 million?

Compared with FirstGroup, Virgin Rail Group bid premium payments of £4.8 billion. That amount was based on 49 million customers being carried, which I think is much more realistic. I find it hard to see how the number of customers carried on the west coast main line can more than double, and if it does not, FirstGroup will not have the income to pay its premium payments. We have seen unrealistic bids in rail franchising that turned out to be undeliverable. After winning bids for the east coast main line franchise, Great North Eastern Railway and National Express fell short of their forecasts and were forced to hand the franchise back. There would be more chaos down the road if a similar thing happened.

I want to focus on FirstGroup’s track record, which, in Greater Manchester, is not at all positive. As a constituency MP, I have had very negative experiences of the way in which FirstGroup operates as a public transport provider in Salford and across Greater Manchester. During my first few years in the House, the company undertook a major reorganisation of routes and bus service timetables in our constituencies. As time is short, I shall refer quickly to the restrictive and extremely disruptive impact that that had on constituents. Although a different mode of transport is involved, it indicates how FirstGroup regards passengers and its customers.

For example, a bus service from Leigh to Bolton was re-routed and changed to run hourly, so that it went nowhere near the major supermarkets that many of my older constituents, in particular, wanted to visit. After the alterations, people had to change buses, cross a busy dual carriageway and walk 500 metres uphill to make the same journey that they had previously made on just one bus. At the time, many people told me that those journeys became impossible for them. FirstGroup’s changes, in spite of many representations being made to the company, had a debilitating effect on older people’s lives, chipping away at their independence. They also had a major impact on families, because many families have one member or more who commute into Manchester.

A single parent in my constituency needed to travel 10 miles into the city for her work. She had arranged her working hours completely around one of FirstGroup’s services, which the company threatened to withdraw. It was the only way that she could get to work. I found myself, as a new MP, constantly making representations, presenting petitions and putting concerns forward.

Perhaps worst of all, given the economic situation we are in, changes made by FirstGroup became a barrier to people’s ability to work. Little Hulton ward in my constituency is in the top 10% of the most deprived wards nationally. Only 53% of the people there have access to a car. There are very few local sources of employment, so constituents have to travel to find work. However, FirstGroup withdrew the bus stop for services from that ward to Manchester, even though that bus service allowed people in that deprived part of my constituency to travel to work. The withdrawal also made it much more difficult for people to search for work. I believe that FirstGroup’s attitude and its changes tied the hands of people searching for jobs by restricting their options for work to destinations that had a bus link to where they lived.

Such changes were not only a major issue five years ago; FirstGroup are still making similar alterations to services today. It has recently changed the frequency of a service to the Roe Green area of my constituency from half-hourly to hourly. When I made representations to the company on behalf of angry constituents—something I have had to do an awful lot as an MP—it responded:

“First keeps its network under constant review, which means services can be changed or reduced”.

That change was made with seven days’ notice.

Following years of bad experiences with FirstGroup as a public transport provider, I have little confidence in the company at all. That feeling is shared by many constituents, as well as more widely. I note that the 2012 bus passenger survey found that 13% of FirstGroup’s users were dissatisfied with its services, compared with only 7% dissatisfaction among Stagecoach’s customers. On value for money, 35% of FirstGroup’s users described themselves as dissatisfied, compared with a figure of 19% for Stagecoach. With similar services, therefore, FirstGroup is not doing a good job, and that has been entirely my experience of the company.

Furthermore, constituents, along with many people who have signed this petition, have expressed their concerns about the franchising process, commenting most unfavourably on their experience of rail journeys with FirstGroup. One constituent told me:

“I want to express my total dismay at First Group being granted the franchise for the North West rail route. Our regular experience of First is little short of scrabbling for a place in a cattle truck. We have actually been afraid when forced into a crowded carriage during a busy period... It would be a disaster if a passenger suffered an epileptic episode or a heart attack under such conditions. The lack of capacity makes the idea of a return journey a nightmare. We are both elderly and having to stand in a crowded carriage is not a good experience.”

In such a context, we must remember that FirstGroup has bid to more than double the number of passengers carried on the west coast main line.

My constituent continued:

“By comparison, Virgin trains have given us nothing but satisfaction. We travel to London regularly to see our family and the service is excellent.”

My constituent concluded that the franchising decision

“seems to be badly thought through—and seems to rest on a desire to increase revenue, rather than provide a service for this era”.

I wholeheartedly agree. I have had years of bad experience of FirstGroup. I cannot face the situation that I think we will find ourselves in if it takes over the efficient, effective service currently run by Virgin. I urge the Minister and the Government to think again.

Cost of Living

Barbara Keeley Excerpts

Wednesday 16th May 2012 Commons Chamber

[Barbara Keeley (Worsley and Eccles South) (Lab)]

There was little, as we have already heard today, in the Queen’s Speech to do with the rising cost of living. We have recently had a Budget that helps millionaires with tax cuts while penalising pensioners and families, and throughout the country people are struggling with the impact of a double-dip recession made in Downing street, so the Government, whether in the Budget or in the Queen’s Speech, are offering little help to those working people or pensioners on modest and low incomes who are struggling to manage.

But I want to talk about the Government’s failure to introduce in the Queen’s Speech a Bill on the financial reform of social care, because it has implications for the cost of living of the millions of vulnerable people who need care. There is also a major effect on carers who drop out of work or reduce their working hours in order to care, because that has an impact on the economy.

First, however, I send best wishes for a speedy recovery to the hon. Member for Truro and Falmouth (Sarah Newton), who I understand has had a fall—an accident here—and is in hospital. She is the vice-chair of the all-party group on social care, and we work well together. This is a vital time for social care, so I am really sorry that she might not be with us for a few weeks, but I wish her well.

Every few weeks we see another article or report about the crisis in social care. The Association of Directors of Adult Social Services has reported cuts of more than £1 billion in local council budgets for adult social care since the general election, with a further £1 billion of cuts expected this year. Those cuts have led to service reductions and to substantial increases in charges.

We learned today from research by my hon. Friend the Member for Leicester West (Liz Kendall) that the number of vulnerable, older and disabled people who have home care services fully paid for by their local authority has fallen by 11% in England over the past two years, and a survey by the Care and Support Alliance also shows that services to 24% of disabled adults have been cut, even though their needs are the same or have increased.

Research by Age UK shows that cuts to council budgets mean increased fees for services. Two thirds of local councils are increasing fees for services such as meals on wheels, and fees have increased by 13% over two years. Almost half of all local councils are charging more or making new charges for home help or day care services, and my hon. Friend’s research shows that the average charge for one hour of home care has risen by 10% in the past two years, from £12.29 to £13.61. On average, older people pay for 10 hours’ home care a week when they are using it, so the annual bill for care has risen to more than £7,000, an increase of £680 since 2010. Yet, as we know as Members of Parliament, these services are a lifeline to many vulnerable people. The Age UK research also showed that one in six councils has reduced personal budgets for care packages and that almost half of councils have frozen the rates that they pay for residential care, leaving older people and their families who pay top-ups to absorb any price increases—and there have been price increases. Care homes have been increasing their fees. The fees for residential care have increased by 5% on average over the past year, taking the average up to £27,200 a year. Nursing home fees have risen by a similar amount and now cost £37,500 a year on average.

In addition, councils are raising or abolishing the caps on the care costs met by individuals who need care. Four out of 10 councils have abolished funding caps in the past two years, with another four out of 10 increasing the cap so that people now have to pay more, while rates charged for respite care have tripled in some parts of the country. My hon. Friend the Member for Leicester West is calling these increased care charges a stealth tax on the elderly and people with disabilities, and I agree. More and more people are footing the bill for care themselves, and that bill has grown. The need for care often starts suddenly and unexpectedly due to a medical event such as stroke or the sudden worsening of a condition such as Alzheimer’s or vascular dementia. That often leads to bills that are very hard to meet. A quarter of people are faced with care costs in their lifetime of over £50,000, with one in 10 paying £100,000. These care costs can be catastrophic. Indeed, more than 20,000 pensioners every year have to sell their homes to pay for residential care.

It is not just a question of care charges, which are bad enough. People needing care often tend to be disproportionately hit by increases in the everyday cost of living. People who are older and frail, or ill or with a disability, spend more time at home and need to keep warm, so increases in heating and electricity bills hit them hard. Besides paying more for care, they have had to cope with VAT increases, higher fuel and travel costs—this group of people spends a lot of time attending GP surgeries and hospital visits—and increased prescription charges. All these have increased the cost of living for people needing care.

Under this equation, reduced care services and increased costs for care ultimately mean that unpaid family carers take on heavier caring workloads. Carers UK has estimated that 1 million carers have given up work or reduced their working hours in order to care. Over two thirds of those who had given up work to care were more than £10,000 a year worse off as a result. Over 45% of the carers it surveyed were cutting back on essentials such as heating or food in order to make ends meet. Sadly, the cost of caring can push carers into debt. Almost half the carers surveyed by Carers UK had fallen into debt. While over half the younger carers had been in debt, for carers over 65 the debts were greater; 15% of them had debts of at least £25,000. Unsurprisingly, the stress of this financial hardship had affected the health of nearly half those carers.

We can therefore say that the need for reform of the funding of social care is urgent. In fact, it is so urgent that 78 charities wrote an open letter to the Prime Minister ahead of the Queen’s Speech reminding him that social care is in crisis. They said that without reform

“too many older and disabled people will be left in desperate circumstances”.

[Dr Daniel Poulter (Central Suffolk and North Ipswich) (Con)]

The hon. Lady is making a very good speech outlining many of the problems with caring for the elderly and the challenges that carers face. Will she accept, though, that while it is right to highlight these problems, the Labour party, when in government for 13 years, did nothing substantially to tackle these problems, many of which have taken a long time to manifest themselves and should have been dealt with under the previous Government when this country had more money?

[Barbara Keeley]

The hon. Gentleman was not here in the previous Parliament. As somebody who was here, I can say that we did take substantial steps. I have been speaking on these issues ever since I came into Parliament in May 2005. With cross-party talks, we came very close to achieving consensus until the Conservative shadow Secretary of State—now the current Secretary of State—walked out on those talks and did a lot of scaremongering in the general election with posters about a “death tax” featuring tombstones. I am sure that Members will remember that.

Moreover, we did not just have a draft Bill; we had the Personal Care at Home Bill, which went through Parliament. That would have helped the 400,000 people with the greatest needs, while 300,000 people with very substantial care needs, such as those with dementia, could have had personal care at home, and over 100,000 people would have been helped with reablement. I know from working with the hon. Gentleman on the Select Committee that he is very keen on dealing with issues such as reablement, for which support would have been provided. Those 400,000 people are now paying for that themselves. They could have been helped if this coalition Government had not got rid of that Bill, which they could have enacted, as it had gone through this House. It is not true to say that we did nothing on this; we did a lot.

[Dr Poulter]

It is wrong to say that Members who came into the House in the 2010 intake do not understand these issues, because many of us, including me, were working in the real world picking up the pieces of the broken care system. The hon. Lady is looking around for little bits and pieces that the previous Government may or may not have done to address the issue. The previous Government had 13 years to deal with these big challenges of elderly care, of better integrating health and social care, and of dealing with the funding crisis. They did nothing substantial to deal with those things; will she accept that?

[Barbara Keeley]

No, I absolutely do not accept that. In our 13 years in government, the first thing we did was to fix the health service following the mess that we inherited from the Conservative Government. We had a lot of other priorities in dealing with what the Conservative Government had done through privatisation. I am amazed that Members are arguing about bus fares and train fares. It was not a Labour Government who privatised these things. All the privatisations and reductions in services came about through Conservative Governments, not Labour Governments. We were tackling these issues.

We now have a Minister for social care who believes that there is no funding gap. He is arguing with all the directors of adult social care services, who say that £1 billion has gone out of adult social care in the past couple of years, with the loss of another £1 billion to come. The crisis that I am detailing as regards the cost of living impacts on individuals and their families is undoubtedly made hugely worse by the £2 billion that is going out of adult social care. However tight things were or whatever struggles were going on during the last Parliament, when I did a lot of work on this topic, it was never said that social care is in crisis, whereas now that is said every single week.

In the open letter to the Prime Minister ahead of the Queen’s Speech, 78 charities reminded him that social care is in crisis. As I said, they feel that older and disabled people will be left in desperate circumstances. There are 800,000 people with unmet needs, and that figure will possibly grow to 1 million. Some people will struggle on alone and do not even have an unpaid family carer to help them.

[Dr Poulter]

I do not always like to quote outside agencies or charities in this House. However, Age UK successfully put together a campaign, with a petition that was handed into Downing street, in which it acknowledged that the chance to tackle this issue was flunked by the previous Government and should have been better dealt with. That was an inherent part of that campaign. This is a creeping crisis that began and was manifested over a number of years, and it is very disingenuous of the hon. Lady to say otherwise.

[Barbara Keeley]

It is very disingenuous of a member of a Government who have just massively ducked this issue in the Queen’s Speech, causing huge disappointment across any organisation that is involved in social care, to talk about the previous Government.

[Jim Dowd]

Whether or not this goes back to the letter from the 78 charities before the election, the Local Government Association, on behalf of all the parties represented in social services authorities throughout England and Wales, wrote to the Government immediately before the Queen’s Speech highlighting the fact that there was this crisis which needed to be dealt with now, and that if they did not do so in the Queen’s Speech—not as a draft Bill but as proposed legislation—an already alarming position would be made far worse.

[Barbara Keeley]

I thank my hon. Friend for that clarification. The letter went on to say that “delay or half-measures” cannot be tolerated because of how hard it is for people to manage, as I have just outlined.

In July 2010, the Government promised that they would introduce

“legislation in the second session of this parliament to establish a sustainable legal and financial framework for adult social care”.

That could not have been clearer, but we do not have that legislation. All that was mentioned in the Queen’s Speech was a draft Bill on social care law, with no Bill on the funding of social care.

What does the delay in reforming the funding of social care mean? It means that people who need care will have to continue paying larger and larger bills or go without and struggle. There are also costs to the NHS and to the economy. That should concern us. The lack of appropriate social care for older people at home is costing the NHS £18.5 million a month, or more than £600,000 a day, in delayed discharges. Since August 2010, the total bill to the NHS of delayed discharges has been £324 million. Delayed discharges keep on increasing, which is an indication that the crisis in social care is deepening.

On the cost to the economy, a recent report by Carers UK suggests that failing to address the funding of care, as other countries have done, means that we are missing out on jobs and growth. The biggest thing that was missing from the Queen’s Speech and the Budget was action on jobs and growth. In France, a development strategy for the home care sector led to a growth of 100,000 jobs a year. A recent report by Dr Linda Pickard of the London School of Economics shows that it costs about £1.3 billion a year in lost tax revenue and benefits when carers give up work to care. The adult social care system has been pushed into crisis by cuts, and that is costing the economy more than a billion pounds and the NHS hundreds of millions of pounds. Surely that shows that we should do something about social care.

The Government’s distinct failure to deliver on their promise to bring forward legislation, which I think will become more apparent in the coming months, is hitting older people and those who need care. It has cost £324 million since 2010, and that bill is climbing by £18.5 million every month. As carers give up work to care, it is costing the economy £1.3 billion every year in lost revenue. It is time the Government delivered on their promise and addressed the vital issue of the funding of social care.

Transport (CSR)

Barbara Keeley Excerpts

Thursday 25th November 2010 Westminster Hall

[Barbara Keeley (Worsley and Eccles South) (Lab)]

It is a pleasure, Mr Gray, to serve under your chairmanship in this debate on transport and the impact of the comprehensive spending review. I congratulate my hon. Friend the Member for Liverpool, Riverside (Mrs Ellman) on the excellent way in which she opened the debate.

I want to talk about the proposals made by the Highways Agency to add an additional lane to the M60 between junctions 12 and 15 near Worsley. The decision announced in the spending review to go ahead with that scheme is wrong because it is not a safe option, it will damage the quality of life of my constituents and it does not represent value for money. By going ahead with the scheme in the current restrained financial climate, the Government are opting for what was described by Highways Agency officials at a residents’ meeting as a “cheap and cheerful option,” rather than making a proper assessment of the causes of the congestion that the additional lane scheme purports to solve.

There are several reasons why the scheme will not improve that stretch of the M60 for motorists. It will also create many issues that will affect my constituents’ quality of life. First, the additional lane will not be effective in relieving the congestion on the M60 at peak times. The current congestion is caused not simply by a lack of capacity but by the number and poor design of the junctions in the affected area. On that short stretch of motorway, the M60 interfaces with the M602, the M62 and the A580 East Lancashire road. Traffic on the motorway has to slow down significantly as other traffic weaves across lanes to enter or exit at the junctions. The distance between junctions 12 and 13 is less than half a mile, and on that short stretch, motorists heading into Manchester city centre and or to the busy Trafford centre nearby must cut across each other to get to the right part of the motorway.

Secondly, I believe that the plan itself will put motorists at serious risk. That stretch of the M60 is already dangerous—I will give some statistics later—given the number of closely spaced junctions and the prevalence of heavy goods traffic heading to Manchester city centre and the nearby Trafford Park industrial estate. In fact, the number of large lorries is already set to increase because Peel Holdings, a local firm, has been given the go-ahead to build a large traffic venture called Port Salford at Barton in my constituency. The Highways Agency’s proposals will make that stretch of motorway more dangerous still, because the additional lanes scheme will create four much narrower lanes with no hard shoulder. My constituents are very worried about that. As one wrote to me:

“There is very little margin for error when driving alongside a huge transcontinental lorry. What will it be like with narrower lanes?”

Thirdly, the Highways Agency has failed dismally to take into account the views of local residents on the proposals. The M60 passes extremely close to the homes of my constituents in Worsley, Roe Green and Barton, and even minor motorway works or changes in patterns of traffic can have a major impact on their lives. That stretch of road was not originally a motorway, or even an outer ring road. It started as the Stretford bypass, but residents now have a three-lane motorway, with the threat that it will become a four-lane motorway. Something that starts as a bypass should not end up as a four-lane motorway without much consideration being given to how it will affect local people’s lives.

[Steve Baker]

In my constituency, Wycombe, the M40 had similar beginnings, so I recognise the hon. Lady’s point. Noise is a dreadful problem for my constituents who live along the motorway. Is noise also a problem in the case she describes?

[Barbara Keeley]

I will come on to that point later, but it is difficult to see how any motorway, with increasingly heavy traffic thundering by at various times of the day, can be anything but noisy, so I sympathise with that problem.

The initial consultation run by the Highways Agency was dreadful. Having heard nothing at all about the scheme as the local MP, I received a leaflet on a Wednesday informing me that the consultation was due to start on Thursday and would run only until Saturday morning. Most of that short consultation time was during the working day, and across just two days, so most local people could not attend. Hardly any of the residents affected heard about the consultation or were able to attend at such short notice, and there are around 800 households right next to the motorway. Indeed, the few people who were able to attend were shocked to discover, having talked with the engineers present, that the project would entail significant work to move service cables and take the traffic physically closer to their homes and gardens.

We managed, at my insistence, to get the Highways Agency to attend a packed meeting of hundreds of residents. Indeed, we had to turn people away because it was not judged safe to let many more into the hall. The meeting turned into a series of angry exchanges, and the quality of information given by the Highways Agency was very poor. Residents were left feeling confused and with no information. That situation occurred under the previous Government, and I was as critical of the Transport Ministers then as I am now about the scheme, so it is in no way a partisan point. Since then, the Highways Agency has promised regular newsletters, but only one has emerged. It was initially delivered to entirely the wrong residential area, reaching none of the people who will be affected by the changes.

For my constituents, the environmental impact of the widening is a big worry. They are worried not only that traffic will be brought close to their homes but about what will happen to existing measures to deal with noise. There is an acoustic fence and a narrow barrier of trees at different points along the motorway, but that is all that stands between my constituents and all the traffic on the motorway. Indeed, the acoustic fence was installed only after much campaigning by my predecessor, Terry Lewis MP. Any changes to that fence or to the tree barrier would leave local residents much more exposed to noise and to visual and atmospheric pollution, which they do not want.

One resident has already experienced a distressing accident in which a heavy goods vehicle ploughed through the acoustic fence, down the bank and into her garden, killing the driver. She must now face the fact that it is planned to bring that traffic even closer to her home and garden. Another resident was concerned about the impact that the additional lane of traffic would have on the safety of his young children playing in the garden or on the street. Indeed, I understand that a sloping grassy bank with mature shrubs at the end of one small street will be replaced by a vertical brick wall.

[Mr James Gray (in the Chair)]

Order. The hon. Lady will forgive me, but perhaps she would return to the effect of the comprehensive spending review on the Department for Transport. I know that it is a general debate and that she is describing important constituency matters, but perhaps she would come back slightly to the topic of the debate.

--- Later in debate ---

[Barbara Keeley]

Indeed. What I am seeking to show, Mr Gray, is that the scheme, which was authorised in the spending review, represents very poor value for money and that the decision should be reversed. I know that there are many such schemes across the country for which Members are seeking to find funding. I suggest that the scheme for the M60 is of such poor quality and represents such poor value for money in the spending review that it should be changed. As I have mentioned, the scheme is currently priced at between £43 million and £50 million, which is to be spent on development such as replacing the grassy bank with a vertical brick wall. That would be a major change, as many of the residents have rooms that face the motorway.

With regard to whether that decision, which was taken in the spending review, is the right one, I am most concerned about the safety of residents who live adjacent to the motorway. Why does the consideration of reducing congestion not also have to take into account the safety of those who live nearby? Without a hard shoulder, as I have mentioned, traffic will be closer still to residents’ homes and gardens, and there has already been more than one incident in which vehicles have ploughed through fences and trees and ended up in gardens, much to the distress of local people.

Statistics on safety from the House of Commons Library show that between 2005 and 2009 there were 189 accidents, involving 310 casualties, between junctions 12 and 15 of the M60. It seems to me that any scheme that causes traffic to speed up in the narrower lanes of that busy stretch of motorway will increase that danger, particularly because it will bring traffic closer to residents’ homes.

I believe that the Government need to take a longer-term view and wait until funding is available for a proper and fundamental redesign of the key motorway junctions, because that would deliver a longer-lasting and safer solution for the area. The hon. Member for Milton Keynes South (Iain Stewart) said that we were poor at long-term planning. The proposed scheme is not a good example of any sort of planning. It is unpopular with local people and will be an expensive white elephant, because it will be dangerous, noisy and polluting and will not solve peak-hour congestion problems on the M60. The Government should not be wasting scarce resources on it but should use the money for the many bypasses and much-wanted schemes put forward by hon. Members in various areas of the north-west and throughout the country.

As it happens, a constituent sent me an e-mail today at 1.25 pm, stating:

“At question time in parliament yesterday the MP for Glossop was seeking funds for a bypass scheme in his constituency, which he said would improve the lives of his constituents. Why is the above scheme going ahead, which not one single constituent wants, and which would make life for the likes of me intolerable during the construction phase and render the value of my property considerably less?”

When I asked about the scheme at Transport questions, the Minister replied that there would be a consultation and that residents could express their concerns. I hope that she is listening today and I urge her and her ministerial colleagues to withdraw the scheme and use the funding elsewhere.

--- Later in debate ---

[Jackie Doyle-Price]

Thank you, Mr Gray. I have come to the end of the geographical comments. The point is that junction 30 is the place where so much traffic is impeded. It serves the Lakeside shopping centre and the port of Tilbury, which obviously needs access to transport goods around the country. About 92% of people travelling to the Lakeside shopping centre by car use that junction, and hon. Members will understand the impact of that volume of traffic. The traffic often spills on to the local road network and causes congestion, as well as going on to the M25 and, of course, the Dartford crossing.

We have a considerable number of local businesses which, as I mentioned, have an impact on UK plc. We must tackle junction 30 to enable south Essex to grow and business opportunities to expand. If I may crave your indulgence, Mr Gray, I will give two examples: the supply of Fairy liquid for the whole of Europe is made in my constituency, as is every jar of Hellmann’s mayonnaise. That needs to be transported around the country, and one can see the importance of West Thurrock as an industrial hub.

I have spoken with local businesses about the impact of junction 30 and congestion at the Dartford crossing on their business. Carpetright has its corporate headquarters at West Thurrock; 80% of the carpets that it supplies to the nation are cut on that site, generating £212 million. It told me that there are 3,500 lorry movements a year, which will have to attack the M25 via junction 30. It also estimates that 100 man hours a week are lost in traffic delays. Charles Gee, a local haulage firm, concludes that congestion around junction 30 and the Dartford crossing increases its fuel costs by £35,000 a year. That is the overall picture. I firmly believe that the congestion at junction 30, where the M25, the Dartford crossing and the A13 intersect, causes serious problems for local businesses and inhibits their opportunities to grow.

[Barbara Keeley]

The hon. Lady makes a strong case about junction 30 of the M25. Does she find it as puzzling as I do that, to take two congested stretches, the scheme that she mentions is shelved and does not go ahead, despite the strong case that she makes, but the totally unwanted scheme—the additional lane on the M60 that local people do not want at all—is to go ahead? I would generously offer up our scheme for the one that the hon. Lady wants.

[Jackie Doyle-Price]

I hope that the Minister was listening to the hon. Lady; I was struck by what she said. When I hear the business community in my constituency crying out for increased local investment and telling me that their biggest concern is the poor transport infrastructure, I am sure that such a plan would be welcome. It would be interesting to know why such a conclusion has been reached.

--- Later in debate ---

[Mrs Villiers]

I appreciate that the position on buses is affected by decisions made about Department for Communities and Local Government funding. We are happy to work with DCLG to minimise the ultimate impact on bus passengers. We have also committed to retain the concessionary fares statutory entitlement. In implementing administrative savings—a programme that we inherited from the previous Government, who also committed to reducing the cost of administering the scheme—we will, of course, seek to ensure a fair outcome for both local authorities and bus passengers.

The hon. Member for Cheltenham emphasised the importance of Oyster-style ticketing on bus services outside the capital. The Government agree fully, which is why we have committed to extend smarter ticketing technology across the country and accelerated the plans that we inherited from the previous Government.

I assure the Chairman of the Transport Committee that road safety is an extremely high priority for this Government. We welcome the progress made in recent years; it is a major achievement by the Government of which the shadow Minister was a member. We are determined that that progress will continue. Concern was expressed about the in-year savings to local authority funding. The revenue stream associated with road safety has been reduced, but it was selected because that was a way to give local authorities the greatest flexibility in how they make reductions. It was also a way to prevent the in-year savings from falling disproportionately on local authorities; that was one of the most even-handed ways to make the reductions. With the withdrawal of ring-fencing, it is up to local authorities how they implement those savings. We hope that they will continue to focus on road safety and make the savings that they need in other ways: for example, through efficiency savings.

[Barbara Keeley]

I do not know whether the Minister is aware that in the Chamber this morning, we discussed the fact that some local authorities are facing grant reductions next year of 29%, 30% or 35%. Does she really believe that those authorities—particularly urban metropolitan authorities in the north, some of which are represented here—will have any flexibility?

[Mrs Villiers]

It is our intention to give them flexibility so that they can make decisions in the local interest. Given the huge importance of road safety to local communities the length and breadth of the country, I am absolutely confident that local authorities will continue to put an extremely high priority on road safety spending.

We will continue to invest in our road and local transport infrastructure. The spending review confirmed that more than £400 million will be devoted to the uptake of ultra low-carbon vehicles in order to comply with our commitments on climate change and the pressing need to reduce emissions from driving. In his CSR statement to the House, the Chancellor confirmed various important road programmes, including the A11 dualling programme at Thetford, which will generate major economic benefits for the whole of East Anglia and provide the missing link of dual carriageway to connect Norwich to the rest of the country. That got the biggest cheer of the comprehensive spending review debate. On 26 October, the Secretary of State announced a further 16 large-scale road and public transport projects, as well as a fund of more than £600 million for other schemes to be selected from a pool through a bidding process.

Several individual schemes have been referred to, including the Leeds trolley bus, on which work will continue, as I said. I hope that it will be possible to make progress on the scheme. The hon. Member for Worsley and Eccles South (Barbara Keeley) spoke with eloquence about her concerns for the M60 and its impact on her constituents. I emphasise that safety issues are, of course, taken into account in decisions on which schemes to fund, and both safety and the environmental impact on communities will be explored fully in the planning process, as is appropriate. That is how we ensure that such issues are addressed. I am concerned to hear about the problems that she believes have arisen with the consultation, and I urge her to take it up with the Highways Agency.

[Barbara Keeley]

I thank the Minister for giving way. The Roads Minister was going to meet me and local residents in my constituency to understand the issues that I have raised, and I have stated that the Highways Agency consultation was a mess. Given that and the fact that the scheme’s start date is now later than originally proposed, although still before 2015, will the Minister take back a request to review the matter further? I do not think that the scheme is value for money, and it is competing with schemes that are much more wanted and more certain to deliver value for money.

[Mrs Villiers]

With all such schemes, the process of assessing value for money is ongoing. The scheme is conditional on the planning process, which is the proper opportunity for the hon. Lady’s constituents to make their voices heard and express their concerns about what will happen. It is not for me to pre-empt the planning process in this debate.

Several hon. Members mentioned the Dartford crossing. The hon. Member for Cheltenham was concerned about the nature of the charges. They were converted by the previous Government to congestion charges; the charges originally imposed related to the construction costs of the bridge. My hon. Friend the Member for Thurrock expressed her concern about the increase in tolls. Again, that is unfortunately another melancholy consequence of the fiscal crisis that we face. Tolls could help us fund a new crossing, which, as the shadow Minister said, would generate significant benefits to the economy and relieve congestion. We continue to work to address the congestion problems and flow of traffic on the Dartford crossing, and that work includes a commitment to lifting the barriers in extreme cases where they are causing congestion.

My hon. Friend the Member for Thurrock also expressed concerns about junction 30 of the M25. As I emphasised, the project has not been cancelled but postponed. There is a good chance that it will go ahead, and the Highways Agency will continue to work on that. She has put on record her concerns about how important it is, not least because of the need to transport Hellmann’s mayonnaise and Fairy liquid around the country. She is no doubt a strong campaigner for the interests of her constituent.

Oral Answers to Questions

Barbara Keeley Excerpts

Thursday 28th October 2010 Commons Chamber

[Mrs Villiers]

I agree that that is a very important junction on our strategic road network. That is one of the reasons why we have prioritised funding for the project at a time of intense pressure on the public finances because of the deficit that we inherited. I also agree that road safety is an important issue in this case. The Highways Agency is working hard to manage and mitigate the road safety impact of the current junction, but we believe that the scheme will provide additional long-term road safety benefits. The scheme is not likely to be able to be progressed before 2015, but we are working on a revised timetable, with a view to construction beginning some time after that period.

[Barbara Keeley (Worsley and Eccles South) (Lab)]

Another important junction that has congestion problems and very poor design is junction 13 on the M60 at my Worsley constituency, but instead of doing something about junction design and improving the safety and other aspects there, Ministers have pushed forward with a white elephant of a scheme to add another lane to the motorway at that point. I and my constituents have objected to that from the start. The additional lane will blight the lives of people who live near the motorway. Given that they cannot push ahead with the good schemes that Members have put forward this morning, I urge Ministers to cancel that stupid white elephant of a scheme, think again and use the scarce public resources where they are better utilised.

[Mrs Villiers]

I refer the hon. Lady to the statement that the Secretary of State made earlier this week on the difficult decisions that we have made to prioritise investment in the most significant traffic bottlenecks on our road network. However, she will be well aware that before all those projects proceed to completion, they must pass through the appropriate planning appraisal programme, and full consideration will be given to the local community’s views as part of that important process.