EU Transport Council

Lord Grayling Excerpts

Tuesday 11th December 2018 Written Statements

[The Secretary of State for Transport (Chris Grayling)]

I attended the only formal Transport Council under the Austrian presidency (the presidency) in Brussels on Monday 3 December.

The Council reached general approaches on the social and market pillars of the first tranche of the ‘Mobility Package’. The ‘social pillar’ is intended to establish a specific regulatory regime for the posting of workers in the road transport sector, and the ‘market pillar’ is intended to introduce new regulatory requirements for the operation of light commercial vehicles (vans); and to modify the ‘cabotage’ rules for vehicles operating in countries other than their country of establishment.

I welcomed the work that the presidency had done to achieve compromises on these challenging proposals, give the range of view from member states. During the discussion, I pressed for a further reduction in the proposed cabotage ‘cooling-off period’ (a period of time between cabotage operations) and for extending the period after which a vehicle should return to base to 10 weeks. After a lengthy debate a compromise was reached which included the reduction of the ‘cabotage’ cooling-off period to five days; clarifying when the posting of workers rules would apply to different haulage operations; removing altogether the requirement for the return of the vehicle; and retaining the original proposal to ban drivers from taking weekly rest in the cabin of their vehicles.

Following this, the Council reached a general approach on a proposal from the second tranche of the ‘Mobility package’, to amend the current directive on combined transport. The existing directive liberalises cabotage operations when part of a freight journey that comprises a rail or sea leg. The general approach included an amendment to these cabotage provisions in line with the earlier compromise on cabotage rules.

The Council reached a general approach on the proposed directive on road infrastructure safety management (RISM), from the third tranche of the ‘Mobility Package’.

The lunchtime debate consisted of Ministers discussing how to address airspace capacity constraints and was followed by presentations from Eurocontrol Director General, Eamonn Brennan and Transport Commissioner, Violeta Bulc.

Later, the Council reached two general approaches on the proposed directive on minimum level of training for seafarers and the proposed regulation establishing a European maritime single window. In addition, the Council adopted conclusions on inland waterway transport.

The Council reached a partial general approach on the Connecting Europe Facility (CEF), endorsing the text presented by the presidency. The outstanding elements are those subject to horizontal negotiations on the multi-annual financial framework beyond 2020.

The Council noted the presidency’s progress reports on discontinuing seasonal changes of time, rail passenger rights, streamlining the trans-European transport network, clean and energy efficient vehicles and electronic freight transport information.

Finally, there were several information points from member states, the presidency and Commissioner Bulc under any other business. The presidency updated Council on the provisional agreements reached with the European Parliament on electronic road tolling and exchange of information, safeguarding competition in air transport and aviation wet-leasing. Commissioner Bulc noted good progress in on-going EU-ASEAN aviation negotiations that she hoped would conclude this year. In reply to a joint declaration from Luxembourg, Belgium, Denmark, France, Germany and the Netherlands on the social agenda in aviation, Commissioner Bulc noted that she would present a progress report on the social agenda identifying actions for potential completion. Ireland intervened to defend the value of new business models in aviation. Commissioner Bulc also drew attention to the 17 December conference on sustainable transport infrastructure charging and internalisation of transport externalities to be held in Brussels. The presidency provided an update on the EU’s space programme and the outcome of the informal meeting of Transport and Environment Ministers held in Graz on the 29-30 October 2018. Finally, Romania presented transport plans for its incoming presidency of the Council of the European Union.

[HCWS1167]

GTR: May Timetable Disruption

Lord Grayling Excerpts

Tuesday 4th December 2018 Written Statements

[The Secretary of State for Transport (Chris Grayling)]

I wish to inform the House that the Department for Transport has completed its analysis of the events surrounding this year’s May timetable introduction on the GTR network. In line with Professor Stephen Glaister’s interim report, it has concluded that the disruption on this network was caused by a series of mistakes and complex issues across the rail industry.

I can announce today that the Government are holding GTR to account for its role in the unacceptable performance following the introduction of the May timetable. GTR will make no profit from its franchise in this financial year and looking ahead, we have also capped the amount of profit that the operator is able to make for the remainder of its franchise, which is due to expire in September 2021.

Furthermore, GTR will be contributing £15 million towards tangible improvements for passengers. This is in addition to the £15 million the operator has already contributed towards compensation for passengers since the May timetable disruption. GTR has agreed to work with the rail user groups representing passengers of Thameslink, Southern and Great Northern, who will determine what improvements this package will fund.

The Department has concluded that a termination of the franchise would cause further and undue disruption for passengers and is not an appropriate course of action.

Performance after the May timetable change was unacceptable. This action announced today holds GTR to account appropriately and will benefit passengers. The Department will continue to monitor closely the performance of GTR, particularly during the upcoming December timetable change. These measures do not make GTR immune from further sanctions in the event of any subsequent failure to perform.

[HCWS1132]

EU Transport Council

Lord Grayling Excerpts

Monday 3rd December 2018 Written Statements

[The Secretary of State for Transport (Chris Grayling)]

I will attend the last Transport Council under the Austrian presidency (the presidency) taking place in Brussels on Monday 3 December.

The Council will consider proposals from the first tranche of the ‘Mobility Package’. Under the ‘social pillar’ of the package the presidency will seek a general approach on proposals to establish a specific regulatory regime for the posting of workers in the road transport sector; to introduce new regulatory provisions in relation to ensuring that drivers have the option regularly to return home; and to enable drivers to take their regular weekly rest in their vehicles provided that certain welfare-related conditions are met. Under the ‘market pillar’ of the package the presidency will seek a general approach on proposals to introduce new regulatory requirements for the operation of light commercial vehicles (vans); and to modify the ‘cabotage’ rules for vehicles operating in countries other than their country of establishment. The Government consider the package to be a necessary response to current issues with the functioning of the EU road transport market, in particular, unco-ordinated national enforcement action in relation to posting of workers rules, and exploitation of some aspects of the regime by some non-compliant operators. The Government are broadly content with the specific proposals, particularly with the compromise gained on limiting the extension of regulatory obligations to operators of larger vans which are also undertaking international haulage work.

Next, the Council is expected to reach a general approach on a proposal from the second tranche of the ‘Mobility Package’ to revise the current directive on combined transport. The proposal contains provisions that could improve promotion of modal shift across the EU and reduce congestion. The Government consider that the proposal includes some positive changes to modernise the processes and, as currently drafted, will provide an acceptable balance between EU-wide action and national discretion.

Following this, the Council will consider a general approach on a proposal from the third tranche of the ‘Mobility Package’ to amend the current directive on road infrastructure safety management (RISM). The current directive was adopted to ensure that road safety considerations are at the forefront of all phases of the planning, design and operation of road infrastructure and currently applies to roads on the trans-European transport network (TEN-T). The Government consider that the proposed increase in scope to include motorways and ‘primary roads’ is a proportionate expansion of the directive and is content with the proposal that member states define the ‘primary roads’ covered by it. The Government believe the proposal strikes a balance that will allow member states to retain judgment over where the directive is applied in their own countries, while upholding the shared principles of robust safety inspection and excellence in road design.

There will be a progress report on the proposal to amend the directive on discontinuing seasonal changes of time, which the Government oppose. We have no plans to change daylight saving time within the UK, and feel that the Commission has not provided enough evidence to demonstrate a strong case for changing the existing arrangements.

Afterwards, there will be a progress report on the proposal to revise the regulation on rail passengers’ rights and obligations, aimed at strengthening the rights of rail passengers, including by improving access for people with disabilities or reduced mobility.

Following this, the Council is expected to reach a general approach on the proposal to amend the directive on the minimum training of seafarers. These changes will ensure that the legislation is up to date, and will provide the European Maritime Safety Agency (EMSA) with additional time to decide whether to recognise an outside state’s certification. The Government consider the general approach to be satisfactory on the basis that the amendments are justified and appropriate to ensure that maritime directives are in line with international norms, and so that EMSA can make appropriately informed decisions.

The Council is also expected to reach a general approach on another proposal from the third tranche of the ‘Mobility Package’, to revise the current directive establishing a European maritime single window environment. This is intended to further harmonise the electronic submission of ship pre-arrival reporting formalities. The Government support digitisation here as it can provide benefits for business. The UK has engaged constructively in negotiations and has been able to share its existing expertise in many areas. The Government welcome the proposed general approach, which is satisfactory.

The Council is expected to reach a partial general approach on a proposed regulation on the Connecting Europe Facility. The proposal will move into the next multiannual financial framework with broadly the same funding allocation for transport as the current MFF. The Government support the value that a well-managed funding programme like the Connecting Europe Facility can bring to transport infrastructure. However, the regulation will take effect after the UK has left the EU, and the Government are still considering their position on future involvement in the programme.

There will be a progress report on a proposal from the third tranche of the ‘Mobility Package’ on the proposed regulation on streamlining measures for the realisation of the trans-European transport network (TEN-T). The proposal sets out requirements for the administrative procedures to be followed by the competent authorities in member states in providing approval for projects of common interest on the TEN-T Core Network.

There will be a progress report on a proposal from the second tranche of the ‘Mobility Package’ to amend the directive on the promotion of clean and energy-efficient road transport vehicles. The directive looks to drive the uptake of clean vehicles, including cars, and light and heavy duty vehicles (including vans, trucks and buses).

There will also be a progress report on a proposal from the third tranche of the ‘Mobility Package’ for a regulation on electronic freight transport information. This regulation is designed to correct a perceived lack of standardisation of acceptance by member states of electronic freight documents.

The Council will be asked to agree conclusions, which the UK supports, on the potential of inland waterway transport as an environment-friendly transport mode, offering existing capacity to alleviate congestion on roads.

Finally, under any other business, the presidency will provide information on other current legislative proposals. Additionally, it will report back on the informal meeting of Transport and Environment Ministers that took place in Graz on the 29-30 October 2018, followed by an update on ASEAN negotiations. The Luxembourg delegation will present information on the social agenda in aviation. The Commission will supply information on sustainable transport infrastructure charging and internalisation of transport externalities, and finally, the Romanian delegation will provide information on the work programme of their forthcoming presidency of the Council of the European Union.

[HCWS1129]

Oral Answers to Questions

Lord Grayling Excerpts

Thursday 22nd November 2018 Commons Chamber

[Mary Creagh (Wakefield) (Lab)]

1. What steps he is taking to increase the (a) reliability and (b) number of train services in the north.

[The Secretary of State for Transport (Chris Grayling)]

We are now running significantly more services on Northern than we were prior to May, but I am aware that there are continuing performance issues, particularly this month. In September, with Transport for the North, which jointly manages this franchise with my Department, I appointed leading industry figure Richard George to co-ordinate the efforts of the train operators and Network Rail to improve the reliability of services in the north. Richard is also working with industry and TfN to examine the significant increase in services which the operators committed to in December 2019. It is essential that these changes are realistic and deliverable, given the need for rail operators to provide a reliable service to passengers.

[Mary Creagh]

I thank the Secretary of State for that reply, but he is showing a bit of a tin ear to the lived experience of my constituents. One of them took six hours to travel the 75 miles between Wakefield and Scarborough, which, with a good wind, I could have achieved on a bicycle in the same amount of time. Why has capital investment in the north fallen—as the Institute for Public Policy Research has shown—when the need for investment in our services has never been higher?

[Chris Grayling]

I would make two points. First, the IPPR keeps using misleading comparators. The Infrastructure and Projects Authority figures, which are the official figures prepared for the Government, have already shown that, per capita, the north is currently receiving and will over the coming years be receiving more expenditure per head of population than the south.

Of course, in the north—the hon. Lady’s area—the flagship programme for the next five years on rail, the trans-Pennine upgrade, is the most substantial anywhere in the country. Her constituency is also benefiting from increased services on the route to Knottingley.

I accept that there have been some real issues with the TransPennine Express on the route to Scarborough. Those are things that need to be addressed. There are performance issues that are not good enough. It is not a question of having a tin ear. We are actively working to try to improve things on a network that is delivering more services, rather than fewer, and in which substantial investment is happening. One of the frustrations is that the timetable problems in the north this year were triggered by an investment programme that was delayed.

[Sir Patrick McLoughlin (Derbyshire Dales) (Con)]

Will my right hon. Friend ensure that we get a full picture of this? Will he ensure that we see what new trains were being made available in the north between 1997 and 2010, and between 2010 and let us say 2020, so that we can see the investment that is going on by the Government in the north?

[Chris Grayling]

My right hon. Friend makes an important point and I pay tribute to him for ensuring the investment programme that is currently taking place. The reality is that, in that decade, there were no new trains in the north and no investment: the Labour party let a standstill franchise on the northern rail network. It is this Government who are renewing every single train in the north of England and it is long overdue.

[Graham Stringer (Blackley and Broughton) (Lab)]

The Secretary of State goes back to the timetable changes, but currently one in four Northern trains are delayed or cancelled and nearly one in three TransPennine trains are delayed or cancelled. Is not it time that he took control and took these franchises back, so that we can have a proper rail service in the north of England?

[Chris Grayling]

That is precisely why I say that I am not satisfied with the current performance issues. That is why we have appointed Richard George to understand why the service is not performing adequately. It is of course hampered by the fact that some of the performance issues recently have been caused by the elderly Pacer trains, which are being phased out, starting in the coming weeks. However, we need to do everything we can and we will continue to do everything we can, in partnership with Transport for the North, to identify the ways of getting performance up. It is not simply a question of changing ownership of the franchise or control of the franchise. There is not a magic team down the corridor waiting to step in and make this work better. We have got to make it work better.

[Mr Robert Goodwill (Scarborough and Whitby) (Con)]

As we have heard, TransPennine passengers to and from Scarborough have had to endure a summer of delays. Indeed, because of drivers’ hours, many trains have been terminated at York, leaving passengers waiting an hour for the following service, if it is not also delayed. Although there has been some improvement, when are we likely to see a return to normality?

[Chris Grayling]

I absolutely sympathise with people in Scarborough. Of course, we are introducing additional services to Scarborough in the coming months, so that there will be a Northern service there as well. The work that Richard George is doing to look at why these performance issues are happening is similar to the work we did with Chris Gibb on Southern, which has led to an improvement in performance on that network, and I am absolutely clear that we have to deal with the issues that he highlights.

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

Let us get to the real north, which is Scotland. Overall, the Abellio ScotRail franchise is the best performing large franchisee, but 50% of delays and cancellations are attributable to Network Rail. The Secretary of State is being obstinate with us, but will he not consider devolution of Network Rail to allow the Scottish Government to take full responsibility? It would generate savings, which would also help to offset the £400 million shortfall from his Government.

[Chris Grayling]

The hon. Gentleman makes that argument regularly, but the devolution of Network Rail was not recommended in the report produced on devolution in Scotland. Given the SNP’s less-than-good record in running other services in Scotland, it escapes me why he thinks that devolving Network Rail would make a difference to train services in Scotland.

[Alan Brown]

As usual, the Secretary of State shows his full knowledge of Scotland. He will be aware that the rail industry review panel includes Tom Harris, a former rail Minister, who has written a report that calls for the devolution of Network Rail to Scotland. I wrote a letter to the Secretary of State on 15 October but he has not responded. Will he now confirm that he has not restricted the terms of reference for the rail industry review panel, and that if they recommend devolution of Network Rail to Scotland, he will act on that?

[Chris Grayling]

I have not set any limits on that approach. I have asked the panel to consider the question of devolution, as well as how we can improve the workings of the railways. It is no secret that in my view we need a more joined-up railway to meet the challenges of a system that is under intense pressure. The Government are investing record amounts in infrastructure upgrades, including spending money in Scotland, and that is in addition to using the Barnett formula, which is the norm for the allocation of funds to Scotland. We have a railway that is bursting at the seams, and it needs to work better if it is to deal with the pressures on it.

[Rachael Maskell (York Central) (Lab/Co-op)]

Since the announcement of the northern powerhouse agenda, transport spend per person has risen by twice as much in London as it has in the north. New analysis of Treasury figures published this week shows the gap widening, with an increase in spend of £326 per person in the capital, just £146 per person in the north, and the amount even falling in Yorkshire—more than in any other region—resulting in poor reliability and capacity. Why such under-investment?

[Chris Grayling]

I am the Secretary of State who has planned over the next five years for 50% of the rail enhancement budget that the Government are putting in place to be spent in the north—on upgrading the east coast main line, on the trans-Pennine upgrade and on other schemes that will make a real difference. When Labour Members were in government they did none of that, so you will forgive me, Mr Speaker, if I take no lessons from the Labour party about investment in transport in the north. We are getting on with delivering it.

[Mr Ranil Jayawardena (North East Hampshire) (Con)]

2. What steps his Department has taken to implement the recommendations of the independent review of South Western Railway and National Rail.

--- Later in debate ---

[The Secretary of State for Transport (Chris Grayling)]

We recognise the appalling disruption that some passengers experienced following the May timetable introduction. We have to be very clear that this cannot be repeated. The final Glaister report, providing recommendations on future changes that can be made to prevent disruption at timetable changes, will be published shortly. We are also working closely with the rail industry to provide a seriously enhanced level of assurance on planned timetable changes in December 2018 and May 2019.

[Tom Brake]

Does the Secretary of State agree that, contrary to the impression that he gave in this letter, the Department for Transport did have a significant role in the timetabling fiasco? In fact, according to the Office of Rail and Road interim report, the DFT’s decision to phase in the introduction of Thameslink stretched resources badly. Does he agree that one of the most damning comments in that report is that the industry placed engineering requirements ahead of serving passengers? How will he ensure that in future the DFT accepts full responsibility for its failures and the industry prioritises passengers over rails and rolling stock?

[Chris Grayling]

The latter point is extremely important. It is not good enough to have Network Rail too focused on engineering and not focused enough on passengers. It is one of the problems in the rail industry and why we have already started to work towards a more joined-up railway through an alliance structure. As I said with the announcement of the rail review, that is an essential part of delivering the much more substantial change that is necessary, given what happened this summer.

[Jeremy Lefroy (Stafford) (Con)]

Does my right hon. Friend appreciate that it is not just timetable changes that are important, although they have been improved on lines from London to Stafford, but the number of coaches on the trains? On the London Northwestern railway—the LNWR—we are seeing very good services, but the trains are too short, with four carriages, instead of eight. Will he have a look at that?

[Chris Grayling]

I will certainly have a look and the rail Minister will be happy to talk to my hon. Friend about that. We are supporting a programme of substantial investment in new rolling stock all around the country, which will benefit passengers. New coaches will be arriving on the LNWR franchise, but we could certainly have a discussion about where they are serving.

[Mr Clive Betts (Sheffield South East) (Lab)]

In the last timetable changes, on the midland main line, Stagecoach was forced to lengthen the journey times of peak time trains from Sheffield to London to accommodate more Thameslink commuter trains. Is it true that the Department for Transport has told Stagecoach it cannot revisit that in the next timetable changes because of the shambles last time and the nervousness that has created in the Department?

[Chris Grayling]

We would dispute that we have done anything to disadvantage Sheffield to help Govia Thameslink Railway. We are of course doing a massive upgrade programme on the midland main line. I pay tribute to all those involved in the recent Derby station remodelling. Many projects have gone badly wrong; that did not. It was handled very well. Further improvements are happening up and down that line, as part of the biggest modernisation programme on that route since Victorian times. That work will continue. We will do everything to make sure, if we can, that the timetable remains as intact as possible as those changes happen.

[Several hon. Members rose—]

[Chris Davies (Brecon and Radnorshire) (Con)]

Is there any advice that the Secretary of State can give to the Welsh Transport Minister? Changes to the franchise and timetable changes have resulted this week in the chief operating officer coming out with a statement saying that too many trains have been cancelled, delayed or have arrived late, with fewer carriages than normal—and that is under a Labour Government.

[Chris Grayling]

My hon. Friend puts his finger on the nub of the issue. The Labour party says, “If we just wave our magic wand, it will all be fine.” The reality is that we have a deeply congested railway facing big operational challenges. We are investing substantial amounts in it but—he points out the situation in Wales—there are no magic solutions anywhere in the country, under any Government.

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

The Secretary of State can duck and dive but the fact is that there is a lack of strategic leadership in his Department. What we found in Huddersfield is that, overnight, they cancelled the link between Huddersfield and Wakefield Westgate, so people cannot get a main line train unless they go to Leeds—and nobody in Huddersfield would want to go to Leeds at any time. The fact of the matter is that we want good strategy and policies that stop people living in chaos and not being able to get to work or go on holiday.

[Chris Grayling]

What the hon. Gentleman needs are policies that invest money in rail in the north to deliver—as I know is happening at his station—new trains to replace long out-of-date trains and provide more services for passengers. That is what we are aiming to do and what we are doing.

[Alan Mak (Havant) (Con)]

4. What steps the Government are taking to improve the condition of local roads.

--- Later in debate ---

[Neil O’Brien (Harborough) (Con)]

17. What steps he is taking to improve the strategic road network.

[The Secretary of State for Transport (Chris Grayling)]

The Government have a massive investment programme taking place in our strategic road network, where we have just announced £25.3 billion for Highways England for the next road investment period. We are also committed to a substantial investment in the major road network, the next tier down of roads, and indeed in large local major roads, where some important connecting projects are needed around the country.

[Neil O’Brien]

The A6 in Kibworth in my constituency has a major problem with air quality and congestion every morning. Will the Secretary of State look closely, as part of plans for the major route network, at proposals from Leicestershire to solve that serious problem?

[Chris Grayling]

I hope the major road network fund will enable us to deal with problems such as the one my hon. Friend has identified. The A6 is one of the roads I expect to be eligible for that funding. I am pleased that we are moving ahead with that and particularly pleased with the first schemes we announced. We are doing what the Labour party never did, which is looking after Barrow-in-Furness and finally get rid of the Grizebeck bottleneck on the A595. That is the kind of thing Conservatives do for the north and Labour never did.

[Martyn Day (Linlithgow and East Falkirk) (SNP)]

18. What steps his Department is taking to help the aviation sector prepare for the UK leaving the EU.

--- Later in debate ---

[Gillian Keegan (Chichester) (Con)]

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

[The Secretary of State for Transport (Chris Grayling)]

I shall start with some good news for the south-west. A couple of months ago, I announced that we would be extending the current public service obligation on flights from Newquay to Gatwick. I also spoke at the Dispatch Box about the potential benefits for Newquay airport and the south-west of a direct link to Heathrow, once Heathrow expands. I am pleased to say that that link is going to happen sooner, and that it will be starting in the spring of next year, supported by the Government. I think that it will provide a really good boost to business in the south-west, providing it with connections to important destinations around the world.

[Gillian Keegan]

I thank the Secretary of State for his answer. The A27 in Chichester is at capacity and that is restricting economic growth. The local councils have approved their local plan review, which is now out for public consultation and, as is required to pass the process, it includes minor improvements to the road. The strategic solution, however, is the only viable answer to the problems with the A27. Can my right hon. Friend confirm that it is still the Department’s intention to fund major road improvements around Chichester in the recently increased road investment strategy 2—RIS2—budget?

[Chris Grayling]

I know how important this is to my hon. Friend and to many of her constituents. She will know that the divisions of opinion in the local community have put the project back by a number of years. I do not want to give her undue cause for optimism about its position in the queue, because it was certainly a setback when the local authority decided to reject Highways England’s plans, but it remains the view of the Government and Highways England that improvements in the area around her constituency will be necessary in the future.

[Paul Blomfield (Sheffield Central) (Lab)]

T2. In my recent community consultation, I heard growing concerns about bus services and prices, particularly from young people. Sheffield fares are as high as £3 for journeys of little more than a mile and a half. Throughout the country we have seen a 12-year low in the number of bus journeys. The spiral of decline started with Tory deregulation in the 1980s, but since 2010 bus budgets across England and Wales have been cut by 45%. When are the Government going to recognise that we need a new approach?

--- Later in debate ---

[Diana Johnson (Kingston upon Hull North) (Lab)]

If the Government really are serious about Northern Powerhouse Rail, will they commit to giving it precedence over Crossrail 2? Will they also commit to starting with the route from Hull to Leeds, as that part of the track has had very little investment over the years?

[Chris Grayling]

We remain absolutely committed to Northern Powerhouse Rail. I have been clear that the two projects—Crossrail 2 and Northern Powerhouse Rail—must march in lockstep. The hon. Lady will be aware that we have just provided an additional £40 million for the continuing development of Northern Powerhouse Rail. Transport for the North is working on the business case right now. We provided for passive provision for Northern Powerhouse Rail in the structure of HS2, so the necessary junctions will be there. We are very committed to the project.

[Jack Brereton (Stoke-on-Trent South) (Con)]

T4. Following the massive reductions in bus services in parts of Stoke-on-Trent, does my hon. Friend agree that it is essential to take action to strengthen the local bus market to improve services in the city?

[Dan Carden (Liverpool, Walton) (Lab)]

Crime is soaring on the railways. It is up a fifth in the past year, and that is fuelled by a spike in sexual offences, which are up 16%, and violent crimes, which are up 26%. The highest increases are in areas where trains operate without guards—just one symptom of our broken franchise model. The guards in the National Union of Rail, Maritime and Transport Workers are striking for passenger safety on Northern rail. Why will Ministers not follow the evidence and end the expansion of driver-only operation?

[Chris Grayling]

The problem is that even in areas where there is an offer to the RMT that guards will remain on the trains, they are still on strike. This strike is not about safety—the national safety regulator for the railways has said that it is nothing to do with safety. We are trying to deliver a better railway, and the reality is that if guards are not standing at the back of trains waiting to press a button, they are better able to look after passengers. It is also worth saying that on the new trains that are being introduced by this Government right across the country, the introduction of closed circuit television will make a real difference to safety. May I also pay tribute to the work of the British Transport police? They do an excellent job in trying to protect passengers on the railways.

--- Later in debate ---

[Maggie Throup (Erewash) (Con)]

What assessment has my right hon. Friend made of the review into non-statutory property schemes for High Speed 2, and why did it fail to deliver a bespoke package for Long Eaton, which has been promised by Ministers on more than one occasion?

[Chris Grayling]

My hon. Friend and I have had many discussions about Long Eaton. I am very keen to make sure that we have done the right thing by the different people affected by the proposed railway line through Long Eaton, whether it is the businesses affected or the people who live in the railway cottages. If there are things that we are not yet doing, I suggest that she and I sit down and go through it again.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

It costs me more to get a bus a few stops up the West Road in Newcastle than to cross the whole of London. It costs more to get a bus from Newcastle to Amble—30 miles—than to get a bus from London to Newcastle—290 miles. Can we have a comparative study of the cost of bus travel in Newcastle under a Tory Government and in London under a Labour Mayor?

[Scott Mann (North Cornwall) (Con)]

I welcome the Secretary of State’s announcement and the Department for Transport’s ongoing commitment to connecting Cornwall. What assessment has he made in light of today’s announcement on Heathrow of the potential for exports from Cornish businesses and for inbound tourism, and of their effect on the Cornish economy?

[Chris Grayling]

Improving transport connections for the south-west is essential, and it is one of the parts of the country that needs those improved transport links. A range of things are happening: the number of local trains within Devon and Cornwall is increasing, new trains are now serving that route, and road improvements have taken place. Now, there will be a better link for business into Heathrow airport. This is all part of making sure that we deliver on our promises for better transport in the south-west.

[Several hon. Members rose—]

EU Transport Council

Lord Grayling Excerpts

Tuesday 6th November 2018 Written Statements

[The Secretary of State for Transport (Chris Grayling)]

I attended the informal meeting of members of the Transport and Environment Councils in Graz, Austria on 29 and 30 October.

The programme for the informal meetings included separate sessions for transport and environment Ministers and a joint session for both Ministers entitled “Starting a new Era: clean, safe and affordable mobility for Europe”.

On 29 October, Transport Ministers were invited to discuss the Commission’s proposal on “Discontinuing seasonal changes of time (summer time)”. My noble Friend the Parliamentary Under-Secretary for the Department for Business, Energy and Industrial Strategy, Lord Henley, represented the UK at this session and explained that the UK Government do not support the proposed directive. He also noted the Commission had fallen short on the principles of subsidiarity and proportionality as has been highlighted by the decision of the House of Lords to issue a reasoned opinion. (The House of Commons European Scrutiny Committee has subsequently recommended that the House of Commons also issue a reasoned opinion on this matter.)

There was broad consensus in Council that the timetable proposed by the Commission was too short and thus there was widespread support for the presidency’s intention to provide for an extension. A small minority of member states were notably critical of the proposal while the majority welcomed the initiative, albeit noting its deficiencies. Several member states advocated the need to co-ordinate across borders in order to know the final time zone arrangements before taking the decision to abolish daylight saving.

Environment Ministers were then invited to discuss “The future of European environmental policy”. The Secretary of State for the Environment was represented by officials from the Department for Environment, Food and Rural Affairs. Ministers broadly agreed on the need for an eighth environment action programme (EAP) with a consensus that it should take full account of climate change given the report from the Inter- governmental Panel on Climate Change (IPCC) on global warming of 1.5 °C published last month.

At the joint session for Transport and Environment Ministers on 30 October, interventions were wide-ranging with common themes being the need to move towards zero emissions vehicles and enabling people to choose sustainable ways to travel. These themes were reflected in the presidency’s “Graz declaration” published after the meeting. For the UK, I stressed the importance of ambition to accelerate the development and introduction of zero emission vehicles, recalling that the Prime Minister had hosted the world’s first zero emission vehicle summit in Birmingham recently.

The subject for the afternoon session was road safety. Transport Ministers shared experiences with progress to date in reducing casualties and their perception of the challenges in making more progress. In my intervention I noted that human error was a factor in over 85% of road accidents, and that connected and automated vehicles offered opportunities to make our roads safer.

In the margins I met with a number of EU Transport Ministers to discuss current EU transport business and how relationships will evolve as the UK leaves the EU.

[HCWS1069]

Rail Review: Terms of Reference

Lord Grayling Excerpts

Thursday 11th October 2018 Commons Chamber

[The Secretary of State for Transport (Chris Grayling)]

I wish to update the House on the Government’s comprehensive rail review, which we intend to use to build on the challenges facing a busy railway and in particular to deliver a network that is fit for the future and better serves passengers. I shall also update the House on the current performance of Northern and GTR.

For a generation before the Railways Act 1993, British Rail was in seemingly terminal decline. Passenger numbers were falling, stations were closing and short-term decisions were being made at the expense of the travelling public. The 1993 Act brought investment, new services and better reliability. A quarter of a century later, the situation is very different. Our UK rail network is at capacity in commuter areas, with many of the most intensively used lines in Europe. On many routes, it is simply not possible to squeeze more trains on to the network. As we now know, the railways were not in fact in terminal decline; they had been starved of investment. The period of privatisation has reversed the decades of decline and heralded the fastest expansion of our railways since they were built by the Victorians. It has also delivered billions of pounds of investment and radically improved safety. Our railways are now among the safest in the world.

Nevertheless, that welcome expansion has brought new, acute challenges. On major commuter routes throughout the country, the trains are packed each morning. Network Rail, which represents a third of the industry, based on spend, is nationalised. It is also responsible for more than half the daily disruption. But no matter whether it is a failure of the track, a fault with a train or a customer incident, it is because there is little resilience or margin for error in the system that, when things go wrong, the knock-on effect can last for hours. The problem is compounded because the railway is run by multiple players without clear lines of accountability.

When I took over as Secretary of State for Transport in 2016, I said that change was needed and started the process of bringing together the operation of the tracks and trains, which was split up in the 1990s so that we had single operational teams. That process is helping to overcome problems caused by fragmentation in some areas and creating a railway that is more responsive to passenger needs. I also said that that change needed to be evolutionary and not revolutionary, to avoid destabilising the industry, so we have started to shape alliances between the teams running trains and the teams running track to create a more joined-up and customer-focused structure.

The difficulties with the introduction of the new timetable over the summer and the problems that we are experiencing with many major investment projects has convinced me that the process of evolution is no longer enough. The collapse of Virgin Trains East Coast has also highlighted the need for radical change. Put simply, we need that change to ensure that the investment going into the railways from both the Government and the private sector results in better services for passengers and delivers the improved reliability, better trains, extra seats and more-frequent services that we all want to see.

Last month, my Department announced a root-and-branch review of how the rail industry works. Keith Williams, the deputy chairman of John Lewis & Partners and former chief executive of British Airways, is to lead the work, and I expect him to make ambitious recommendations for reform to ensure that our rail network produces even greater benefits for passengers and continues to support a stronger, fairer economy. Keith Williams’ expertise in driving customer service excellence and workforce engagement will be incredibly valuable as we reform the rail industry to become more passenger focused.

Keith will be assisted by an independent expert panel from throughout the country, with expertise in rail, business and customer service. The panel will ensure that the review thinks boldly and creatively, challenging received wisdom, to ensure that its recommendations can deliver the stability and improvements that rail passengers deserve. It will be supported by a dedicated secretariat and will now begin to engage with the industry, passengers, regional and business representatives, and others throughout the country, drawing on their expertise, insights and experiences to inform the review.

The review will consider all parts of the rail industry, from the current franchising system and industry structures to accountability and value-for-money for passengers and taxpayers. It will consider further devolution and the needs of rail freight operators and will particularly take into account the final report of Professor Stephen Glaister on the May 2018 network disruption, which is due at the end of the year and to which I shall turn in a moment.

When we establish what we think is the right approach to mend our railways, it must be properly tested and scrutinised independently. I have today published the rail review’s terms of reference and placed copies in the Libraries of both Houses, together with the names of the review’s independent panel. The review will build a rigorous and comprehensive evidence base, and it will make recommendations regarding the most appropriate organisational and commercial framework for the sector that delivers our vision for a world-class railway. The private sector has an important part to play in shaping the future of the industry, but it is important that the review considers the right balance of public and private sector involvement.

Some have called for the return to a national, state-run monopoly, and for us to go back to the days of British Rail. There is an expectation that taking hundreds of millions of pounds of debt on to the Government books will magically resolve every problem. This fails to recognise that many of the problems that customers faced this year were down to the nationalised part of the railways. It also creates the false sense that a Government-controlled rebrand would somehow make every train work on time. Those who make this argument fail to tell passengers that the much-needed investment that is taking place today would be at risk, and that taxpayers’ money would be diverted from public services to subsidise losses.

The review will look at how the railway is organised to deliver for passengers. It will look forensically at the different options, and then make recommendations on what will best deliver results in different areas of the country. In autumn 2019, the review will conclude with a White Paper, which will set out its findings, and explain how we will deliver reform. We expect reform to begin from 2020, so passengers will see benefits before the next election.

I have commuted for most of my career—over 35 years —and I still do. I am proud to be in a Government who are supporting a major programme of investment in rail, from Thameslink to the TransPennine upgrade, with new trains in the north, south, east and west. However, we cannot stand by while the current industry structure struggles to deliver the improvements that this investment should be generating. So it is time for change.

The review will not prevent us taking every opportunity in the short term to improve passenger experiences. That is our focus and that is why we are committed to an investment of £48 billion in the railways over the next five years.

Professor Stephen Glaister’s interim report has provided us with an accurate account of the series of mistakes and complex issues across the rail industry that led to the unacceptable disruption that passengers experienced earlier this year. We know that, in the north, delays to infrastructure upgrades, beyond the control of Network Rail, were a major factor in the resulting disruption. Richard George, the former head of transport at the 2012 Olympics, is now working with the industry and Transport for the North to look at any underlying performance issues so that they can be properly addressed.

In the four weeks ending 15 September, in the Northern rail area, more than 85% of services met their punctuality targets; the highest level delivered for Northern rail’s passengers since the timetable introduction in May. Northern is now running 99% of the May timetable and is running more trains than were operating in that region before the May timetable. We are working with Transport for the North and the industry to plan further uplifts in services, while prioritising reliability.

In the coming months, passengers across the north will begin to benefit from the brand new trains that were unveiled last week. The first trains are now operating in parts of the Northern rail area. There will be more than 2,000 extra services a week. Every single Northern and TransPennine Express train will be brand new or refurbished as new, and every single one of the old Pacer trains will be gone.

I now want to turn to Govia Thameslink Railway, which has new leadership. The reliability of its services has improved significantly: since the introduction of the interim timetable in July, 85% of its trains arrived at their station on time, and that performance has been getting better. In addition, in the past week, the first of the new Class 717 trains that will run on its Great Northern routes began testing. GTR is now operating 94% of the weekday timetable that it intended to run from 20 May, including, crucially, all the services in the busiest peak hours. By December, it plans to introduce all planned off-peak services, but there is much more work to do to improve performance, particularly at weekends.

Since the disruption in May, there has been intense scrutiny from the Government and the regulator, the Office of Rail and Road, on what went wrong and why. GTR must take its fair share of the responsibility; its performance was below what we expect from our rail operators. Officials in my Department are now taking action to finalise how we will hold GTR to account for the disruption. My hon. Friend the rail Minister will keep the House updated.

We need now to move forward and take action on these issues, particularly after the disruption that passengers experienced. We need to help passengers plan ahead; to ensure that we do everything we can to reduce delays and cancellations; and to ensure that we properly compensate disrupted fare payers. The review that I have announced today is very necessary. It will continue the approach and ensure that the rail industry is focused on putting the passenger first and that we maximise the benefits of this investment. The lesson of this summer is that it is now time for change and we will deliver that change.

[Andy McDonald (Middlesbrough) (Lab)]

I wish to thank the Secretary of State for advance sight of his statement, which was actually announced three weeks ago, on 20 September. Although the title of this statement is, “Rail Review: Terms of Reference”, he has not provided me with these terms or the names on the panel. Seemingly, the document sits in the Library, as yet unseen—a fat lot of use that is when we are here to discuss it.

The Department for Transport’s press releases are very fond of exaggerated claims, historical or otherwise, so the froth around the Secretary of State’s rail review announcement was to be expected. We were told that it would be “far-reaching”, “sweeping” and “root and branch”. Really? I am surprised that the Department did not say that it would be the most comprehensive rail review since the Victorian era, or since the time of Brunel, as it usually does. These absurd and ridiculous claims undermine rail policy debate and belie a tragic reality. His review is not far-reaching, sweeping or root and branch. It is none of those things. It is a predetermined prevarication and a way for him to cover up his disastrous failure to run the railway properly and to kick it into the long grass for a year. It offers precisely nothing to the millions of rail passengers who have endured months of misery since the timetabling crisis in May.

A Government review is one of the oldest tricks in the political book. It is usually a good way of kicking a difficult decision into the long grass, so fair play to him—or was it the Prime Minister’s idea? Under the Conservatives, over the past eight years, rail reviews have practically come along with the frequency of buses—McNulty, Brown, Shaw, Hendy, Bowe, Laidlaw, and Hansford. I could go on.

Is it not the truth that we do not need another review to tell us what is wrong with the railway? Why do we need a rail outsider to tell us what we know already? Is this the expertise that we need? Also, can the Secretary of State tell us how many days a month Keith Williams will contribute to the review? My sources tell me one day a month. Hardly worth the bother, is it? The fact that the permanent secretary at the Department for Transport was desperately ringing around retired rail executives urging them to join his review panel tells us something.

Does not this show that the Government are out of touch with the rail industry? What is more, the rail industry has called for public ownership to be considered as part of the review—it is the Rail Delivery Group if the Secretary of State wants the reference. This review has no credibility in the rail industry.

I know that the Minister told a conference fringe meeting in Birmingham last week that rail franchising is broken—I am pleased that we can both agree on something, but we differ on how to move forward. He thinks that bolting together operations and infrastructure into individual partnerships on the east coast or Southeastern is the way forward for rail. In fact, his review is simply a 12-month prelude to justifying this proposal, which no one in the rail industry takes seriously or thinks is workable. It is ironic that, as an ardent Brexiteer, he is doing so much to perpetuate a rail operation system that enriches those foreign Governments who own the majority of rail franchises. His review offers nothing for the private UK supply side businesses, which are the backbone of British industry. Will the review consider the roles of the DFT or the ORR? Practically everything starts or finishes with the Department. Will he suspend all current franchise competitions while this review is underway—Southeastern, East Midlands and west coast? Will he come back to the Dispatch Box and confirm that he will now reward the failure of Govia by re-letting the Southeastern contract to it in the coming weeks?

The rail industry and rail passengers have had a battering this year with failed franchises, a timetabling crisis and cuts to promised investment. There is an ongoing lack of leadership. Will not this 12-month review create even more paralysis, confusion and uncertainty when rail desperately needs stability? It is unacceptable that passengers on GTR and Northern face further inflation-busting fare rises in January. Will the Secretary of State support Labour’s call for a fare freeze on those routes—in addition to compensation?

We need to put the railway back together as a unified whole. The British public are crying out for an accountable railway. They are desperate for a system that is simpler and more efficient. Above all, our railways need to be run in public ownership for the public interest, and his review will do none of those things.

[Chris Grayling]

I keep hearing from the Opposition that returning to British Rail would deliver transformation for the British public.

[Andy McDonald]

I didn’t say that.

[Chris Grayling]

The hon. Gentleman says that he did not say that, but when he talks about an integrated state monopoly, what else is he talking about except for returning to the days of British Rail? Labour might give it a different name, but it will still be British Rail. The reality is that Labour Members cannot explain the benefits that their policy would actually bring, and their leader does not even know which part of the railway is privatised and which is nationalised. They say their policies will cost nothing, yet the Library says that even taking back control of the rolling stock will cost £17 billion. On the “World at One”, the shadow rail Minister could not even explain how Labour’s policy would work. [Interruption.]

[Madam Deputy Speaker (Dame Eleanor Laing)]

Order. The hon. Member for Middlesbrough (Andy McDonald) must not shout at the Secretary of State; he has had his go and others will have a go in a minute.

--- Later in debate ---

[Chris Grayling]

The hon. Gentleman asked about supply-side businesses. Supply-side businesses in the UK are doing well at the moment because we are investing record amounts in infrastructure improvements and new technologies that will help performance on the railways. That is ensuring that we have a successful and now internationally competitive rail industry. The hon. Gentleman asked whether the review would look at the roles of the Department for Transport and the Office of Rail and Road. Absolutely; this is a root and branch review of the way the whole industry works.

The hon. Gentleman asked about franchises. As he knows I announced that information three weeks ago. I have taken the view that I do not want to remove the possibility of passenger benefits in the short-term—for example, the longer trains that I want to see on the Southeastern franchise. Therefore, I do not intend to halt a number of the franchises, but I have announced that I will not be going ahead with CrossCountry. Finally, he asked about costs in the industry. When I hear Labour Members line up with the consumer and insist that rail pay increases should be in line with the same inflation measure that everybody else uses, I will take them seriously on costs in the industry. But they do not; all they do is line up with the trade unions.

[Tim Loughton (East Worthing and Shoreham) (Con)]

The Secretary of State alluded to the Glaister review, which was the last review that he commissioned. The interim report has revealed unmitigated incompetence from all parties involved—GTR, Network Rail and, I am afraid, the Department for Transport. How many more reviews, inquiries, investigations, statements and urgent questions will it take before GTR is at last stripped of its franchise, as all my constituents and those well beyond my constituency actually want?

[Chris Grayling]

As I said a moment ago, we are working through the final stages of our assessment of the position with GTR. The decisions that we take will be designed to deliver the best outcome for my hon. Friend’s constituents and other passengers. I do not want to take a decision that works against their interest, and I am happy to talk to him about ensuring that we get this right.

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

I thank the Secretary of State for early sight of his statement. During a previous statement on 4 June—after yet another rail shambles—I asked the Secretary of State to admit that the rail franchise system is broken and to do something to fix it. In that regard, I kind of welcome this review, as long as it is actually thorough and the Government abide by any conclusions that the system is broken and needs to be completely remodelled.

How are we going to get oversight of the rail experts who are needed to sit on the panel? After hearing the statement, I think that we can safely say that the term “rail expert” does not apply to the Secretary of State. Yet again, he argues that the new investment that came in after privatisation was somehow magically due to privatisation, not a change in Government rules that allowed private companies to borrow. Yet again, he blames Network Rail—a body that he is responsible for—and continues to duck his own culpability in the timetable fiasco. And then, in this statement, he talks about the absence of clear lines of accountability; I think we know who has responsibility.

With regards to terms of reference, we need to look at the value for money of the subsidy in the current system—£2.3 billion in 2016-17—as well as the value of public sector bids, and how foreign state-owned companies can come to the UK and make money to reinvest in their own national railways. We also need to look at the devolution to Scotland, especially as Network Rail is too large as it is; the performance of the Department for Transport, especially with regards to the tendering process and the mismanagement of the east coast main line tender; the performance of direct awards and the cost to the taxpayer; and the HS2 and Crossrail delays.

Will the Secretary of State stand up and rule out the privatisation of Network Rail? He seems to keep saying that the nationalisation of Network Rail is the problem. We do not want a repeat of the Tory Railtrack failure by privatising the state infrastructure. Will he rule out privatisation today?

[Chris Grayling]

The hon. Gentleman continues to argue for the devolution of Network Rail, even though it was not recommended in the report on the powers that should be given to the Scottish Government. I will continue to say to that Scottish Government that when they actually run the rest of their responsibilities well, they will have a better case for arguing for additional responsibilities.

The review will look comprehensively at the structure of the industry. It is designed to deliver genuine change. I do not expect the industry to emerge from this review in the same shape that it is in today. It is important that we find a structure that works for the public and passengers, but I do not intend to transfer the ownership of Network Rail to the private sector.

[Martin Vickers (Cleethorpes) (Con)]

I welcome the statement. At the moment, there is much competition to gain a franchise, but very little competition once the franchise has been granted. Will the review take account of that and introduce more competition into the actual provision of services?

[Chris Grayling]

My hon. Friend makes an important point. Competition needs to be a part of the way in which our railway works because it drives better performance for customers. Indeed, the presence of open access operators on the east coast main line has undoubtedly created a better competitive environment for passengers. Whatever structure emerges from the review, there must be a place for open access and competition. There are parts of the network where competition is impossible—it is very difficult to deliver on a single commuter network—but we should always aspire to have a competitive pressure on the industry in a network between major population centres.

[Nick Smith (Blaenau Gwent) (Lab)]

Will this review consider whether Transport for Wales is given further powers to hold Network Rail to account for delivering improvements to railway infrastructure there? There must be clearer accountability to improve Wales’s railways.

[Chris Grayling]

Of course, I have proceeded with probably the most substantial piece of devolution of infrastructure in Wales since privatisation, by handing over the valley lines to the Welsh Government to turn into the Cardiff metro. There is a strong case for such an approach. I have also indicated to those leading Merseyrail that I am very happy to transfer their infrastructure to them. As part of the review process, we will certainly look at what the right approach to the issue of devolution might be.

[Vicky Ford (Chelmsford) (Con)]

Like the Secretary of State, I regularly commute into this place and would like to see an improvement to the rail service that my constituents get, but many of the delays are due to Network Rail, not to Greater Anglia. In my view, the best way to hold the operators to account is to hit them in the pockets and ensure that people get fair compensation when trains are delayed. May I therefore encourage the Secretary of State to continue the work that he is doing to ensure that repayment mechanisms are as effective as possible across the country?

[Chris Grayling]

I absolutely agree with my hon. Friend. We are now moving ahead with automated Delay Repay and the rolling out of 15-minute Delay Repay, which I know is a matter close to her heart; I hope and expect to bring that to her network in 2019.

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

The Secretary of State knows that there will be disappointment with his statement. It is not far-reaching enough and it is insensitive to launch something like this, which has aspirations really to change the rail sector, when he knows that the rail sector is a community of very dedicated people—staff and travellers. We all know that community very well, but he started off by rubbishing one part of it. That is not the way to build the community. Everybody in that sector—I admit that it is a strange sector—knows the confusion that came out of the botched privatisation by the John Major Government, because there are three partners that do not seem to come together. Those three partners will never come together unless we have leadership from the Secretary of State; that is woefully lacking today.

[Chris Grayling]

In all the conversations that I have had with people across the rail industry, I have met very few who disagree with my analysis about the need to bring back together the operation of the track and the train. What comes out of this review has to deliver a more joined-up railway.

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

I welcome the Secretary of State’s approach. In all the times that he has appeared before the Transport Committee, he has always been open to change and improvements. With that in mind, may I ask him to take into account the great future improvements that can be made from technology? The digital railway will add a third extra capacity without the need to build more track, but that will only occur if the unions and the workforce embrace change and do not use it as an opportunity to go on strike, as I have seen in the Southern network. Strikes have been the single biggest issue, not the other factors that hon. Members mention.

[Chris Grayling]

My hon. Friend is absolutely right. It is disappointing to see the RMT continuing to strike when none of its members face the loss of their jobs or a loss of money.

[Andy McDonald]

It is about safety.

--- Later in debate ---

[Chris Grayling]

The hon. Gentleman talks about safety. This is a false approach. We know that the chief inspector of safety on our railways has said that the approach that is now taken on many parts of the network is safe. On Southern, where we had the initial problems, more staff are operating on trains now than before the dispute. So this is not about taking staff away from helping passengers; it is about making the railways run more efficiently. It is tragic that the Labour party does not seem to want that and all Labour Members can do is chime the same songs as their union paymasters.

[Jessica Morden (Newport East) (Lab)]

As part of the rail review, will the Secretary of State look at cross-border rail services between Wales and England? They are overcrowded and unreliable now. There needs to be far better working with the Welsh Government on this, because demand in my constituency just grows and grows.

[Chris Grayling]

I absolutely accept that. The hon. Lady highlights one of the problems across the network. The new trains on the Great Western franchise that are coming as part of the Wales & Borders franchise will help. I am also focused with the CrossCountry franchise on making sure that, as we take this forward in the interim period we do not lose sight of the need to expand capacity. She makes a good point, but what she is experiencing is true across the whole network. It is why we have this big programme of train replacement, with longer trains, new trains and more space right across the network, funded by the train operating companies and the lease companies.

[Mr Marcus Jones (Nuneaton) (Con)]

I welcome my right hon. Friend’s statement. Many of my constituents commute from Nuneaton to Birmingham or Leicester. That service has become so popular that there is a massive demand for new capacity. I hear what my right hon. Friend says about the CrossCountry franchise, and I will be grateful if he says today what that means in relation to the improvement in capacity that is so desperately needed for my constituents.

[Chris Grayling]

We are now looking at what we do with the CrossCountry franchise over the coming years, but I assure him that one part of that planning is dealing with overcrowding on the routes. There are too many parts of the CrossCountry network where the trains are just too full, and we have to address that, and we will.

[Stephen Lloyd (Eastbourne) (LD)]

I appreciate the Secretary of State’s statement. I welcome a review of the railways, but if the Government are admitting that the railways are not working, they should freeze fares until the review reports and the changes are made. This certainly means cancelling the planned rises in January, particularly as my constituents who travel on Southern Rail and passengers across the country have had such a torrid time. Does the Secretary of State agree?

[Chris Grayling]

In those areas where people have had a torrid time we have provided a month’s free travel. We did that on Southern during the worst days of the industrial dispute, because that delivers quicker and much more substantially money into the pocket of people who have suffered. That has been a good approach. It amounts, together with Delay Repay to almost 10% of the annual cost of travel for a season ticket holder, and it gets the money to people quicker.

[Robert Courts (Witney) (Con)]

I warmly welcome the Secretary of State’s review and his statement today. Does he agree that it is critical that the review delivers not just vital improvements on lines such as the Cotswold line in my constituency but the improvements to reliability, stability and accountability that my rail-travelling constituents deserve?

[Chris Grayling]

I agree. The problem is that we now have a system that is fragmented but under intense capacity pressures. We need to have a railway that is more joined up, where lines of accountability are clearer and where the response to problems, which will always arise on a busy network, is much more joined up and quicker for passengers.

[Chris Elmore (Ogmore) (Lab)]

The Secretary of State will be aware that the Welsh Government have recently awarded the new Wales franchise. He mentioned devolution in his statement. If lessons are to be learned from that far better, more customer and investment focused franchise, will the Williams review draw on them so that best practice can be shared between different franchises? It is important that we learn from devolution rather than simply criticise it all the time.

[Chris Grayling]

I do not criticise it all the time; I have done the biggest piece of devolution on the railways for a long time, with the creation of the Welsh Valleys line. I look forward with interest and hope that the new Welsh franchise will deliver something significantly better for passengers. Of course I am in favour of sharing best practice across the whole railway and the whole transport system.

[Alec Shelbrooke (Elmet and Rothwell) (Con)]

May I ask that, as part of the review, Network Rail is made to keep some of the promises that it has made. My right hon. Friend will know what I am going to say because I bang on about it every time I see him, but the Access for All bridge at Garforth was promised years ago now, and all I have had is excuses and misdirection and no idea where the money given by the former Chancellor, George Osborne, has gone. As part of the review will my right hon. Friend ensure that, when promises are made they are delivered to my constituents because it is frankly an utter embarrassment?

[Chris Grayling]

I understand my hon. Friend’s frustration. A number of station projects did not make it in the control period that is about to end. We have funding for accessibility projects in the next control period, and I will certainly want to see those that are needed and have already been promised get prominence in the list of projects that we assemble to use that money.

[Paula Sherriff (Dewsbury) (Lab)]

In his statement, the Secretary of State alluded to the utter chaos that we had seen in the north during the summer. Unfortunately, things have not improved measurably for my constituents. Will he take this opportunity to tell us exactly what dialogue he is having with the managing director of TransPennine Express trains? I understand that he has just received a significant pay increase, which appears as if he is being rewarded for failure.

[Chris Grayling]

My officials and I are in conversations with those overseeing the railways in the north all the time. Clearly, there have been improvements. TransPennine Express had issues with the timetabling of Northern, which had a knock-on effect on its services. That situation has improved. There is further to go, but the hon. Lady’s constituents will benefit from the arrival of new trains this autumn. One of the issues on TransPennine Express is capacity. More capacity will be coming on through. I am always happy to talk to her off line because I want to ensure that local problems are dealt with. She knows that she can always collar me in the Division Lobby—we are not always in the same Lobby, of course, but she is always welcome to grab me in the corridor if there are any particular issues.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

Diolch yn fawr, Madam Deputy Speaker. The Wales Governance Centre recently published figures that showed my country would have received an extra £5.6 billion since 1999 if the rate of infrastructure investment had kept pace with that of London and the south-east of England. Will the terms of reference for the review include how to ensure a more equitable share of investment so that Welsh taxpayers’ money is no longer siphoned off to invest in infrastructure here in London and the south-east?

[Chris Grayling]

I do not think that the Welsh can ever claim that their money is siphoned off to pay for the rest of the country, given the amount of support from taxpayers elsewhere in the UK that goes into Wales, but we will be looking at all aspects of the industry, how we operate different parts of the infrastructure and ensuring that we do the right things for the whole of the UK.

[Alex Sobel (Leeds North West) (Lab/Co-op)]

My constituents who use the Wharfedale and Harrogate Northern rail lines are still experiencing missed and late services and are still travelling on Pacer trains. I have met Northern a number of times. They have promised the new trains by December and no more Pacers by March, and that these problems will be alleviated. How will the new terms of reference ensure that those demands are met?

[Chris Grayling]

I was in Harrogate recently, talking to passengers at the station, and I know that the new trains have started to arrive on the line from Leeds north through Harrogate. I understand from my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones) that he has had a number of letters from constituents praising the new trains and saying that it is a great new departure for the local railway. Of course it takes time for a new fleet of trains to arrive. The Pacer trains will be going, the sooner the better from my point of view, but the good news for people using that line is that they are one of the first in the north to get the new trains.

[Jeff Smith (Manchester, Withington) (Lab)]

If this is going to be a truly comprehensive review, will the Secretary of State look again at the ownership of stations, especially those in Greater Manchester, where Transport for Greater Manchester made a strong case for better integrated services if it were able to take over ownership of the stations?

[Chris Grayling]

We will look at all aspects of devolution. The issue was that Transport for Greater Manchester wanted us to give the money for it to do the stations up, and then effectively we would pay it back out of rail revenues that would flow back through the franchise to the Government, as part of the subsidy we provide. It was not a compelling deal. Instead, I offered both money and the expertise of London and Continental Railways—the development arm of the Department for Transport—to help it maximise the potential of those stations, and that work is happening at the moment.

HS2 Working Draft Environmental Study

Lord Grayling Excerpts

Thursday 11th October 2018 Written Statements

[The Secretary of State for Transport (Chris Grayling)]

I would like to update the House on the progress of High Speed 2.

High Speed 2 will be the backbone of our country’s rail network. The first major railway to be built north of London for 150 years, it will improve connectivity between our major cities and increase rail capacity where it is most needed by adding extra services onto our busiest routes. Once completed, HS2 is planned to serve around 300,000 people each day. No alternative transport option can achieve such an increase in rail capacity and connectivity.

HS2 is truly national in its scope and can be a transformative project for our country. Its vision is to be a catalyst for economic growth.

HS2 Ltd was set-up in January 2009. The progress it is making on the project is outlined in its annual report and accounts for 2017-18, published on 23 July 2018, and its corporate plan for 2018-21, published on 19 June 2018. In September 2018 HS2 Ltd also published its skills, employment and education strategy which sets out an aim to help the next generation develop the technical skills not only to design and build HS2, but to deliver the project pipeline of the UK’s future infrastructure and leave a lasting skills legacy for the country. The training, apprenticeships and foundation degrees offered at the national college for high speed rail, with campuses in Doncaster and Birmingham, are central to our strategy.

HS2 is already delivering economic benefits across the UK. Around 7,000 jobs are already supported by the project and designing and building the railway is forecast at peak to support around 30,000 jobs, including 2,000 apprentices. Around 2,000 businesses from across the UK have already been awarded contracts to support the project.

HS2 is not an end in itself, but rather a means to achieving balanced growth, investing in transport to unlock jobs, regeneration and housing, and creating a more prosperous national economy. In July 2018 outgoing HS2 Ltd chair Sir David Higgins published his report “HS2: Realising the Potential” demonstrating that the benefits of HS2 are already being realised across the UK. Places on the route, including Leeds, Manchester, Toton and Crewe, have outlined bold plans in their growth strategies. Birmingham, the heart of the HS2 network, in particular is already seeing an impact from HS2 in terms of jobs, business relocation and regeneration. The Government also recently announced plans for the creation of a new, locally-led development body for the area around Toton in the east midlands.

The development of these strategies was a recommendation from the HS2 growth taskforce report in 2014. We continue to work with places on the HS2 route on the delivery of their plans and undertake periodic assessments of progress to ensure the full potential of HS2 is being realised.

HS2 Phase 1

On Phase 1 (West Midlands to London), design and enabling works are ongoing. Major procurements have included: issuing an invitation-to-tender for rolling stock; Lend Lease has been appointed as the master development partner for Euston station, to work with HS2 Ltd, the London Borough of Camden and others to develop a master plan for the sustainable mixed use development at the Euston station site; and HS2 Ltd has awarded design contracts for the four new high speed stations in Birmingham and London.

HS2 Phase 2a

In 2015 the Government announced their intention to accelerate the delivery of Phase 2a (West Midlands to Crewe). The hybrid Bill passed its Second Reading on 30 January 2018 by 295 votes to 12; the Select Committee published its Second Special Report of Session in July 2018, to which the Government will respond in the autumn. The legislation will return to the House in spring 2019 for further consideration.

HS2 Phase 2b and the working draft environmental statement

On Phase 2b (Crewe to Manchester and West Midlands to Leeds), we are making further significant progress. This phase will complete the full “Y network” and deliver the full benefits of the scheme in terms of capacity, connectivity and economic growth across the UK. In July 2017, I confirmed the route from Crewe to Manchester and Birmingham to Leeds. I am today announcing a consultation by HS2 Ltd on the working draft environmental statement for Phase 2b, which is a key part of preparing the future hybrid Bill to seek powers for its construction. The consultation will run for 10 weeks.

The working draft environmental statement gives those affected the chance to review and comment on initial assessments of the environmental impacts from HS2 Phase 2b. It shows the consolidated construction boundary, proposed construction methodologies at each site, construction and operational phase plans, environmental mitigation and land take to support important work such as habitat replacement, rail heads and construction traffic routes. Responses to the consultation will allow HS2 Ltd to improve further its understanding of the impacts, risks and concerns that residents and businesses may have concerning the route. The consultation outcome will inform the design, mitigation and environmental impact assessment of Phase 2b ahead of the statutory environmental statement, which will be published as part of the hybrid Bill for Phase 2b.

The working draft environmental statement includes a non-technical summary; 28 community area reports; and a working draft equalities impact assessment which assesses the impact of the proposed Phase 2b scheme against the requirements of the public sector equality duty. To support the consultation, HS2 Ltd will be arranging 30 consultations events in the community areas along the Phase 2b route.

It is important to note that the working draft environmental statement is based on the Phase 2b route confirmed in summer 2017. A range of further potential local changes to the route, in particular to facilitate Northern Powerhouse Rail, are under development. Last year we provided £300 million to future proof HS2 for the proposed Northern Powerhouse Rail, which is a major strategic rail programme designed to transform connectivity between the key economic centres of the north. I expect to consult on such changes separately next year. In particular, the working draft environmental statement shows an “HS2 only” design for stations at Manchester airport and Manchester Piccadilly. Transport for the North’s strategic business case for Northern Powerhouse Rail is due in late 2018 and we will consider how these designs could be modified to support future plans for Northern Powerhouse Rail.

In order to reflect changes to parliamentary timetables after the 2017 General Election and lessons from the development of Phase 1, and to allow Northern Powerhouse Rail interfaces to be properly explored for the Phase 2b hybrid Bill, I am updating the intended deposit date for the HS2 Phase 2b hybrid Bill to mid-2020. The intended opening date for Phase 2b remains unchanged at 2033.

This update on progress follows a previous update in July 2017 when we announced the Phase 2b route. The Government will ensure that Parliament is provided with further updates on HS2’s progress at least once a year.

Copies of the working draft environmental statement, non-technical summary and the working draft equalities impact assessment have been deposited in the Libraries of both Houses.

[HCWS989]

Oral Answers to Questions

Lord Grayling Excerpts

Thursday 11th October 2018 Commons Chamber

[Luke Graham (Ochil and South Perthshire) (Con)]

1. What steps his Department is taking to improve the availability of electric vehicle infrastructure.

[The Secretary of State for Transport (Chris Grayling)]

As Members will be aware, earlier this summer we published our Road to Zero strategy, setting out plans for our £400 million charging infrastructure investment fund. We now have more than 14,000 public charge points, and the fund will lead to the installation of thousands more. Importantly, we are also planning to consult on introducing a requirement for charge points in new homes in England, and we want all new lampposts to include charge points, where appropriate.

[Luke Graham]

In my constituency, we are getting to the end of the signing of the Tay cities deal, part of which includes a proposal for an innovation highway. Will my right hon. Friend meet me to discuss that highway, which will form part of Perth West development?

[Chris Grayling]

I am happy to do that. I know that my right hon. Friend the Secretary of State for Housing, Communities and Local Government is actively engaged in preparing the deal. I am pleased at the way my hon. Friend is championing the future of technology in transport in his constituency, and I would be delighted to meet him to discuss it.

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

Has the Secretary of State had any discussions with Jaguar Land Rover, which is concerned about Brexit at the moment, meaning that there could be a hold-up in investment in electric vehicles?

[Chris Grayling]

I have indeed discussed, on more than one occasion, both Brexit and new generation automotive technology with the chief executive of Jaguar Land Rover. I am very excited about what it is doing on electric vehicles, and I assure the hon. Gentleman that I know of no reason why it would pull back on that investment. Indeed, I am looking forward to the Government Car Service taking delivery of its first five electric vehicles from Jaguar Land Rover in the next few days.

[Mark Pawsey (Rugby) (Con)]

Does the Secretary of State agree that in areas where inadequate power is available in the grid for large commercial installations wishing to switch over to electric power, a battery solution, provided by companies such as Off Grid Energy Ltd in my constituency, may be the answer?

[Chris Grayling]

We are on the threshold of exciting developments in battery technology—I absolutely agree with my hon. Friend. We are working with National Grid to look at ways in which we can increase the capacity to key locations such as motorway service areas, but I say to him that battery technology is going to deliver some solutions we do not have at present. It is great to see businesses in the UK at the forefront of developing those technologies.

[Mr Clive Betts (Sheffield South East) (Lab)]

Does the Secretary of State see any contradiction between the policy of trying to move motorists away from petrol and diesel vehicles to electric vehicles, and freezing fuel duty while cutting grants for electric vehicles?

[Chris Grayling]

We are focusing our support on electric vehicles, which are the part of the market we want to see grow the fastest. We provide substantial incentives to buyers of electric vehicles. It was great to see that, in August, 12% of the new car market was low-emission vehicles, which is a big step forward for this country.

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

Carbon emissions in Scotland have been halved since 1990, but the next part of the low-carbon transition is the electrification of Scotland’s roads. The Scottish National party Government have committed to 1,500 new charge points. Does the Secretary of State agree that Scotland needs to get its fair share of the £400 million charge fund, based on our rural nature and unique geography?

[Chris Grayling]

As the hon. Gentleman knows, public spending in England is always matched by a Barnett-based element of public spending in Scotland, and that will continue to be the case.

[Alan Brown]

That answer is completely inadequate. We should not be getting such funding based on Barnett. Scotland has two thirds of the land mass of England but got only a fifth of the broadband funding. Will the Secretary of State make sure this iniquitous position does not happen in respect of the £400 million charging fund?

[Chris Grayling]

This is a bit of a groundhog day, because every time we hear SNP Members talking about the finances of Scotland, if Barnett works in their favour, they are happy to say that they insist on having Barnett, but if they want more than that, they say Barnett is not good enough. They cannot have it both ways.

[James Cleverly (Braintree) (Con)]

2. What steps his Department is taking to reduce congestion on the A120.

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[Jamie Stone (Caithness, Sutherland and Easter Ross) (LD)]

3. What discussions he has had with the Scottish Government on the transportation of perishable Scottish food abroad after the UK leaves the EU.

[The Secretary of State for Transport (Chris Grayling)]

My Department has regular discussions with Scottish Government officials and has discussed this issue with them. We are well aware of the importance of rapid transit for perishable goods. I should reiterate that we are of course committed to securing a deal that works for the entire United Kingdom—Wales, Scotland, Northern Ireland and England. Having thought back to events earlier this summer, I should also say that the biggest conduit for perishable Scottish produce is of course Heathrow airport, from where Scottish smoked salmon is carried around the world. That makes it all the more sad that the Scottish National party chose to vote against the expansion of Heathrow, which will be good for Scotland.

[Jamie Stone]

I thank the Secretary of State for his answer, which was interesting and helpful. It is obvious that most Scottish perishable food products have to pass through England to reach the export markets. Does the Secretary of State agree that it would be best if all the laws in Scotland and in the rest of the UK that might affect the movement and export of such products were brought into harmonisation? Any misalignment of laws would be unhelpful to the export of Scottish food products. Will he press this matter with the Scottish Government whenever he can?

[Chris Grayling]

I am slightly puzzled, because the harmonisation of laws would imply backing away from devolution. The reality is that in a devolved settlement, as we have with Scotland, there will always be some differences. Nevertheless, we and the Scottish Government must always work together in the interests of the whole United Kingdom and of producers throughout the whole United Kingdom.

[Lilian Greenwood (Nottingham South) (Lab)]

Air transport is obviously vital for Scottish food producers, as it is for businesses and people throughout the UK. In October 2016, the Secretary of State told the Transport Committee that future aviation arrangements would form part of the Brexit negotiations

“in the next few months”

and would be handled by the Department for Exiting the European Union. A year later, with no evidence of progress, the Secretary of State assured the Committee that there was no danger of planes being grounded by a no-deal Brexit. A year on, it is clear from the Government’s own technical notices that that is a real possibility. Who in the Government is handling this matter? What progress has been made? What confidence can people have when booking flights? How can we reach any conclusion other than that this matter has been badly mishandled?

[Chris Grayling]

I am sorry, but the hon. Lady has got this completely wrong. The Government have said or done nothing to imply that planes will be grounded and there will be no flights after we leave the European Union. I give the House the categorical assurance that flights are going to continue. Interestingly, those in the aviation industry who have been most vociferous about the risk of planes being grounded are now selling tickets for next summer and expanding the number of routes from the United Kingdom to the European Union next summer.

[Douglas Chapman (Dunfermline and West Fife) (SNP)]

Post austerity and post Brexit, what additional funding might be used by the Government to invest in Scottish ports so as to allow more exports into Europe, our main market for food and drink?

[Chris Grayling]

Well, of course, a number of the Scottish ports are trust ports. I have been to the port in Montrose. I am very keen to see ports like that expand and I am working with a local Member of Parliament—a fantastic new Conservative Member of Parliament—to ensure that we provide the support and the opportunities for such ports to grow and develop.

[Kelvin Hopkins (Luton North) (Ind)]

4. What recent assessment he has made of trends in the cost of railway infrastructure; and if he will make a statement.

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[Mr John Hayes (South Holland and The Deepings) (Con)]

8. What steps his Department is taking to support the transition to electric vehicles.

[The Secretary of State for Transport (Chris Grayling)]

It is always a pleasure to answer a question from such a distinguished former Transport Minister. I know that my right hon. Friend will be excited by the progress we are making with the Road to Zero strategy. Our ambition is for all new cars and vans to be effectively zero-emission by 2040, supported by a package of demand, supply and infrastructure measures and £1.5 billion of funding. He will also be interested to know that we hosted in Birmingham recently the world’s first international zero-emission vehicle summit, which was attended by countries from all around the world.

[Mr Hayes]

Mr Speaker, you know, and the Secretary of State does too, that in my time as Minister of State I sought to electrify the Department, this House and our country. To make the future electric, we need charging infrastructure sufficient to build confidence in those who, unlike the liberal bourgeoisie, do not have space to charge vehicles at home. Will the Secretary of State set out plans for how we will have widespread on-street charging infrastructure that is accessible, recognisable by its beauty and has a common payment method? I say that not to guarantee my own political legacy, but in the national interest and for the common good.

[Chris Grayling]

None the less, Mr Speaker, you will recall that in the debates in Committee on the Automated and Electric Vehicles Bill, such infrastructure became affectionately known as “Hayes hook-ups”, and we expect to see them spreading round the country shortly. Quite apart from the work we are doing with local authorities to ensure, for example, that lamp post installations contain the facility for on-street charging, what is particularly exciting is the progress being made towards high-speed, high-voltage charging, which I think within a relatively short number of years will lead to the ability to charge a vehicle in under 10 minutes. That is when we will see the breakthroughs that spread electric vehicles all across our society.

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

Can I offer the Secretary of State a really good opportunity for a win on electric vehicles? The biggest fleets in our country are the waste trucks that pick up waste from every house in every street in every part of our country every week, and they are polluting vehicles. This is a great opportunity. Dennis Eagle, a British manufacturer, is now producing a battery-operated waste truck. If we could get electric trucks to pick up the waste in this country, we would have a fantastic decline in pollution in our cities.

[Chris Grayling]

I absolutely agree with the hon. Gentleman. The roads Minister, my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), is already working with manufacturers on transforming the local delivery fleet network, but we will certainly take on board the hon. Gentleman’s suggestion. I was not aware that that vehicle had been produced. If we are going to meet air quality challenges, we need to make the kind of change he describes.

[Alex Burghart (Brentwood and Ongar) (Con)]

One of the great prizes of the electric vehicle revolution will be autonomous vehicles, but for them to bring all the great advantages they can bring to all of us, and particularly disabled people, we need to have public trust in that technology. What is the Department doing to establish that public trust?

[Chris Grayling]

A number of trials are taking place around the country, which are paving the way for this revolution. I pay particular tribute to Andy Street, the Mayor of Birmingham, who is working with the industry in the west midlands—the heart of our automotive industry—on on-street trials on all kinds of roads there. This revolution is going to transform lives. It is going to create real opportunities for people with disabilities and the elderly. We are a way away from an automated vehicle being able to go up and down a single-track road with passing spaces, but the reality is that in and around our major towns and cities, this revolution is going to start happening very soon.

[Jim Shannon (Strangford) (DUP)]

Electric vehicles need to be dependable. Can the Secretary of State outline what consumer protection and consumer care will be in place for those with electric vehicles who have an issue with charging that leaves them stranded? I am aware of that happening.

[Chris Grayling]

It sounds as though the hon. Gentleman and I had better have a conversation about that, so that we can look at specific cases. It is clearly important that consumers with electric vehicles have the benefits of the same consumer protections as any other kind of vehicle driver.

[Andrew Rosindell (Romford) (Con)]

9. What progress his Department has made on reducing the level of civil aviation noise.

[The Secretary of State for Transport (Chris Grayling)]

We have set a policy framework which expects industry to manage and provide mitigation for aviation noise. Within this, the overall level of civil aviation noise in the UK continues to decrease. Last October, I introduced a suite of new policies which enhance the way the impact of noise on communities is assessed in airspace changes. At the same time, I announced the establishment of an Independent Commission on Civil Aviation Noise. Through the development of our new aviation strategy, we are now looking also at the regulatory framework, to make sure we have the right protection in place for local communities.

[Andrew Rosindell]

The Secretary of State will be aware that complaints about London City airport have gone up dramatically since the introduction of the new concentrated flightpaths. Although quieter aeroplane engines are welcome, will he do all he can to ensure that there is a fairer spread of flightpaths along the east Thames corridor, particularly affecting my constituents in Romford, Hornchurch and the whole London Borough of Havering?

[Chris Grayling]

This is a very important issue, and one that my Department and the Civil Aviation Authority are reviewing carefully. Notwithstanding the work needed in the shorter term to address noise from City airport, I believe that the outcome of our airspace modernisation programme, using new technology to manage airspace, will enable us to manage the impacts on communities much better and make a real difference.

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

Yesterday, the World Health Organisation issued new, tighter guidelines on noise. Given that about 1.5 million people in London and the south-east already live within the 45 dB Lden noise contour, where the WHO now says there are adverse health impacts, will the Government reassess their approach to Heathrow expansion?

[Chris Grayling]

It is important to recognise that the change in technology—the arrival of a new generation of lower noise, lower emission and lower fuel-consuming aircraft—will transform the environment around Heathrow and all our airports. One just has to listen to a Boeing 747 landing at Heathrow compared with, for example, one of the new Airbus or Boeing aeroplanes to realise the huge difference. As the older aeroplanes are phased out, I expect noise at all airports will be reduced, and that is a good thing.

[Bob Blackman (Harrow East) (Con)]

10. What progress has been made on implementing the Access for All programme.

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[Luciana Berger (Liverpool, Wavertree) (Lab/ Co-op)]

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

[The Secretary of State for Transport (Chris Grayling)]

It might be helpful if I inform the House that High Speed 2 is today publishing its environmental statement for phase 2b, which is the northern leg from Crewe to Manchester and through the east midlands to Leeds. It will be available in the Library. The route will clearly have an impact on many people, and I have instructed HS2 to treat people with as much decency as possible at what is a difficult time for them. If there are examples of where that is not happening, I want to hear about it, as does the Under-Secretary of State for Transport, my hon. Friend the Member for Wealden (Ms Ghani). I would encourage Members to come and see us about that.

[Luciana Berger]

The northern powerhouse Minister was in my constituency last week to see the new Northern trains. During his visit, he said that passengers would be delighted that they have air-conditioned trains with wi-fi and charging points. New trains are welcome, but what my constituents need more than anything is reliable services that run on time. A recent Liverpool Echo poll showed that 52% of readers said that they would have to find another way to travel if services remain as unreliable as they have been since the timetable changes. There is still a very serious problem, so what steps will the Secretary of State take to resolve the rail disruption caused by the introduction of revised timetables since May?

[Chris Grayling]

As the hon. Lady will be aware, Northern rail’s performance has improved markedly since the difficult days in June and July. It is now running more services than it did prior to the timetable change. As for what we will do, we will replace every train with a newer and more reliable train, and we will get rid of all the old Pacer trains that run into and out of Liverpool which, frankly, should have gone to the scrapyard years ago. I hope that she will welcome the investment we have put into Liverpool Lime Street station. I am going there next week to see the long overdue work that has been done to upgrade that station.

[Mr Speaker]

I call Mark Garnier. Not here.

[Lee Rowley (North East Derbyshire) (Con)]

T5. Chesterfield canal is part of the way through a restoration of its historical route, which is to be completed in time for its 250th anniversary a few years from now. However, the restoration of the last few miles has been stopped in recent years because confirmation cannot be obtained from HS2 that barges will still be able to get underneath it if the trains go ahead. Can my right hon. Friend assure me that that will be possible?

[Chris Grayling]

I should like to give my hon. Friend that assurance. It is a tragedy, in an era when canals are being reopened for leisure purposes, that when the M6 was built, so many parts of the Kendal canal were cut off and are no longer available. I do not wish, and I do not expect, to see HS2 do the same and culvert canals when the railway is being built.

[Martyn Day (Linlithgow and East Falkirk) (SNP)]

T3. Will the forthcoming aviation strategy Green Paper contain clear proposals for how the new slots to Scottish airports from Heathrow will be protected, and a guarantee on their numbers?

[Chris Grayling]

That will not happen as part of the aviation strategy document itself, but it will be done through separate mechanisms. I have made it very clear that—probably using the public service obligation procedure—we will introduce requirements alongside the development consent order, when it comes, to ensure that those slots are guaranteed for regional airports in the United Kingdom. That is an essential component of the expansion of Heathrow, and my Department will ensure that the protection of those slots for the regions of the UK is absolutely watertight.

[Lucy Allan (Telford) (Con)]

T6. Since July, the Arriva Trains Wales service from Telford to Birmingham has been running with only two carriages, causing delays and overcrowding. Telford is a rapidly growing new town, but with only one direct train service per hour, we are being left behind. Will the Minister meet me, and the Telford train forum, to discuss how we can work together to ensure that Telford has the train service that it needs in order to grow and thrive?

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[Mr Marcus Jones (Nuneaton) (Con)]

HS2 will bring significant extra capacity and resilience to our railways. What more will it do to help and support places such as Nuneaton on the existing west coast main line?

[Chris Grayling]

There is a lot of discussion about HS2 and I simply wish to state again today the Government’s commitment to the project; it is, I think, supported across the House and I welcome that support. The point about HS2 is that we have a rail system that is bursting at the seams and we have to create extra capacity on it. By creating the extra capacity on HS2 and taking the express trains off the conventional lines and putting them on to HS2, we will free space for more commuter services into the cities affected and to places such as Nuneaton.

[Paula Sherriff (Dewsbury) (Lab)]

The rail service offered by TransPennine Express to my constituents is frankly abysmal. If trains turn up at all, they are usually late, overcrowded and far too short. No more warm words, Secretary of State: what are you doing about it here and now?

[Mr Speaker]

I am not doing anything about it at all, but I hope that the Secretary of State might be.

[Chris Grayling]

What we are doing is making up for the fact that the last Labour Government in power established a zero-investment set of franchises in the north, with no new trains and no new investment. We are replacing, with either a brand new train or a refurbished-as-new train, every single train on the Northern and TransPennine franchises, with more seats, more carriages and a better deal for commuters. It has taken longer than I would have wished, but it is going to make a difference.

[Michael Tomlinson (Mid Dorset and North Poole) (Con)]

I acknowledge the Secretary of State’s work to reduce congestion in the south-west, but may I urge him to look specifically at increasing capacity and reducing congestion on the A31 in Dorset?

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[Mr Speaker]

I am not sure that my view is of any great interest to the House, but I am sure that it will want to know what the Secretary of State has to say to my somewhat irritated colleague.

[Chris Grayling]

I am happy to meet my hon. Friend to discuss this. I do not expect any of the contingencies that we have in place for a no-deal Brexit to be needed, because I am confident that we will reach a sensible agreement, but I would be happy to discuss this with him.

[Clive Efford (Eltham) (Lab)]

Peak-time trains were cancelled yesterday and today, and there are regular delays at peak time. Is the railways Minister satisfied with the performance of the network and of the Southeastern train operator?

Transport

Lord Grayling Excerpts

Thursday 12th July 2018 Ministerial Corrections

[Mark Menzies (Fylde) (Con)]

I have a wonderful piece of transport infrastructure in my constituency called Blackpool airport. Will the Secretary of State tell me what steps will be taken to ensure that with a third runway at Heathrow, we will see improved connectivity to my part of the north-west?

[Chris Grayling]

This is why I am committed to saying that the 15% of slots set aside for regional connections are set in stone. We are not going to see those suddenly disappear from 15% to 10% to 5%, with routes diverted elsewhere. The expansion of Heathrow is a really important part of delivering improvements right around the United Kingdom, and I am committed to making sure that happens.

[Official Report, 5 July 2018, Vol. 644, c. 476.]

Letter of correction from Chris Grayling:

An error has been identified in the response I gave to my hon. Friend the Member for Fylde (Mark Menzies).

The correct response should have been:

[Chris Grayling]

As per my previous response to the hon. Member for Brentford and Isleworth (Ruth Cadbury), I am committed to saying that around 15% of slots set aside for regional connections are set in stone. We are not going to see those suddenly disappear from 15% to 10% to 5%, with routes diverted elsewhere. The expansion of Heathrow is a really important part of delivering improvements right around the United Kingdom, and I am committed to making sure that happens.

Roads Update

Lord Grayling Excerpts

Monday 9th July 2018 Written Statements

[The Secretary of State for Transport (Chris Grayling)]

Today I am publishing the Government’s zero emission road transport strategy “Road to Zero”. The transition to zero emission road transport is happening now across the world. It will mean fundamental changes to the global automotive market, worth over £1.5 trillion a year, bringing new jobs and growth opportunities for the UK. These include those we are already enjoying through Nissan in Sunderland, producing one in eight zero emission cars bought in Europe in 2017, and the London Electric Vehicle Company near Coventry, which put the world’s first electric black taxis on the streets of London earlier this year.

This Government’s vision is to build a Britain that is fit for the future. Leading the industries of the future and building the UK’s competitiveness in the face of major global economic trends are key parts of our industrial strategy. That is why our 2040 mission to put the UK at the forefront of the design and manufacturing of zero emission vehicles is central to the future of mobility and clean growth industrial strategy grand challenges.

The benefits are not just economic. Road transport is one of the biggest contributors to poor air quality in some of the UK’s towns and cities. And transport is the largest greenhouse gas-emitting sector in the UK. The work we are doing today to make road transport cleaner will mean we are handing the next generation a better, cleaner, greener Britain. It will improve the health and lives of people across the UK. It will help us achieve our statutory long-term greenhouse gas targets and our air quality commitments.

We have already made significant progress thanks to this Government’s £1.5 billion investment. Today there are more than 150,000 ultra low emission vehicles in the UK and around 14,000 public chargepoints, with hundreds more being added every month. There is a network of over 1,300 rapid chargepoints—one of the largest in Europe.

But we need action on a number of fronts to give certainty to the market and the consumer that the Government are fully behind this transition. The “Road to Zero” strategy sets out both our long-term ambitions and the measures we are taking to get there. It builds on our industrial strategy, automotive sector deal, clean growth strategy and the UK plan for tackling roadside nitrogen dioxide concentrations.

Government’s long-term ambitions

As set out in the Government’s N0₂ plan, we will end the sale of new conventional petrol and diesel cars and vans by 2040. By then, we expect the majority of new cars and vans sold to be 100% zero emission and all new cars and vans to have significant zero emission capability. By 2050 we want almost every car and van to be zero emission. We expect this transition to be industry and consumer led, supported in the coming years by the measures set out in this strategy. We will review progress by 2025 and consider what interventions are required if not enough progress is being made.

In addition, by 2030, we want to see at least 50%, and as many as 70%, of new car sales being ultra low emission.

Government have a key role to play. The strategy contains a package of measures covering the three key issues: supply of vehicles to the market; consumer demand; and a fit for purpose infrastructure network.

The right infrastructure to support the transition

If we are to help people to make the right choice of vehicle for their journey, then one element will be to reduce range anxiety on electric vehicles. The strategy sets out a package of measures to ensure that electric vehicle drivers will be able to easily locate and access charging infrastructure that is affordable, efficient and reliable. We will continue to provide grants to encourage people to charge at home overnight, both on and off streets. This is how we envisage the majority of charging will take place.

Today we are announcing our intention that all new homes, where appropriate, should have a chargepoint available. We plan to consult as soon as possible on introducing a requirement for chargepoint infrastructure for new dwellings in England. We will look at how to achieve this in the most cost-effective way, mindful of the Government’s housing supply objectives. We also want all new street lighting columns to include charging points, where appropriately located, in residential areas with current on-street parking provision.

Workplace and public infrastructure will also be vital. The strategy contains a range of measures to support the development of these networks. These include an increase to the grant available for workplace charging, a joint pilot with Highways England to increase electrical capacity at a motorway service area, Highways England’s commitment to ensuring there is a chargepoint every 20 miles along the strategic road network by 2020 and the £400 million charging infrastructure investment fund announced at Budget 2017 to accelerate the roll out of chargepoints.

In this parliamentary Session we have taken the Automated and Electric Vehicles Bill through Parliament, now only awaiting Royal Assent, to improve the experience and provision of chargepoints. The Bill gives Government powers to ensure that chargepoints are available at motorway service areas and large fuel retailers, with Metro Mayors granted powers in relation to the latter. It also gives powers to ensure that chargepoints are easily accessed and used across the UK. This includes providing a uniform method of accessing public charge- points and refuelling points; making certain information publicly available in an open and transparent format; and setting reliability standards.

We will also ensure the electricity system now and in the future is ready for this transition. We and the energy sector are confident that existing market mechanisms will be able to meet additional electricity demand. Provisions in the aforementioned Bill to mandate smart charging, and our £30 million R and D investment in technologies allowing electricity to pass from vehicles into the grid at times of peak demand, will help alleviate these effects. We have launched an electric vehicles energy taskforce to bring together the relevant parts of industry and Government to ensure the transition is smooth.

The supply of vehicles and associated technologies to market

In our automotive sector deal, we made major new commitments to research and development in zero emission vehicle technology, and to developing competitive UK supply chains. This included the £246 million Faraday battery challenge, which is already supporting the development of battery technology in the UK. We will continue to support our established multi-million pound research and development programme for ultra low emission vehicles, which has been estimated to have a rate of return of £8 for every £1 invested.

The industry has an ambition to increase the level of UK content by value in domestically built vehicles to 50% by 2022. We want to work with industry to set a target at least as ambitious for the ultra low emission vehicle supply chain as we look to secure investment in UK battery manufacturing.

Consumer and business demand for ultra low emission vehicles

A recent survey indicated that around 38% of consumers considering a new car purchase would consider an electric car. However, only 2% of new car sales are currently ultra low emission.

More models are coming to market, giving consumers greater choice. Battery prices are coming down and we are committed to keeping in place our plug-in car and van grants until at least 2020. The tax system also favours ultra low and particularly zero emission vehicles over conventional ones. The strategy recognises that consumer incentives in some form will continue to play a role in driving uptake beyond 2020. And with industry we are launching the 2018-19 Go Ultra Low consumer campaign to promote the benefits of these vehicles and improve understanding of the choices available. Government will lead consumer uptake with 100% of central Government car fleets being ultra low emission by 2030.

Reducing emissions from conventional vehicles

However, it’s important to recognise that today over 99% of global car and van sales are petrol or diesel. Our strategy sets out how we will reduce emissions from the vehicles on our roads now and during the transition to zero emission vehicles. We will do this by increasing the supply and sustainability of low carbon fuels, accelerating the adoption of fuel efficient motoring and ensuring that our future approach to vehicle emissions regulation as we leave the European Union is at least as ambitious as current arrangements.

Cleaner diesel vehicles can play an important part in reducing CO₂ emissions from road transport during the transition to zero emission vehicles whilst meeting ever more stringent air quality standards. For diesel vehicles to play their part fully, their air quality impact must continue to be reduced. We welcome the continued innovation and investment by vehicle manufacturers to develop cleaner diesel vehicles that meet the more challenging real driving emissions (RDE) requirements, delivering critical improvements in NOx emissions on our roads.

In addition to working in Europe to set ambitious new EU CO₂ emissions standards for HGVs, we also recognise the need to reduce emissions from existing HGVs significantly. Working in partnership with industry leaders, the Government are also announcing a new industry-wide voluntary commitment for reducing HGV greenhouse gas emissions by 15% by 2025.

The strategy also sets out the results of our assessment of the environmental performance of the road vehicle fuels and technologies available to consumers. It is clear that zero emission vehicle options deliver the greatest environmental benefits regardless of vehicle type or use.

In the transition to zero emission vehicles, clear and consistent consumer information will be essential. We will set up a road transport emissions advice group to bring together Government, industry and consumer groups to work together to meet this challenge.

Conclusions

We cannot deliver this strategy alone. We are committed to working in partnership with industry, businesses, academia, environmental groups and others. That includes the devolved Administrations of Wales, Scotland and Northern Ireland, who are taking significant steps to accelerate the transition. This is a UK-wide strategy and our core package of vehicle and chargepoint grants applies across the UK. We are working with local areas. We are also playing a leading role internationally, bringing together the international community in September’s groundbreaking zero emission vehicle summit.

Other changes are happening to the automotive sector including automation and new business models, which are challenging our assumptions about how we travel. The future of mobility grand challenge has been established to harness the opportunities presented by these changes and consider their impact on our society. Later this year, we will be publishing our strategy for the future of urban mobility, and we will shortly be engaging on this.

By putting the UK at the forefront of the twenty-first century transport revolution, we can ensure our automotive sector—one of our greatest success stories—continues to thrive and create good jobs across the country. We can set a global standard for managing technological change to maximise economic and environmental benefits. We will work with industry to achieve this ambition, and share the benefits this opportunity presents. Helping us achieve our goals of cleaner air, a better environment, zero emission vehicles, a strong clean economy.

A copy of this document is being placed in the Libraries of both Houses.

The attachment can be viewed online at:

http://www.parliament.uk/business/publications/written-questions-answers-statements/written-statement/Commons/2018-07-09/HCWS839/.

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