Seaborne Freight

Chris Green Excerpts

Monday 11th February 2019 Commons Chamber

[Chris Grayling]

The common sense came in two forms: first, when Arklow Shipping confirmed to my Department in writing in December that it was supporting this; and, secondly, because we had a contract where no payment was made until the service was delivered.

[Chris Green (Bolton West) (Con)]

Spectators of this debate may think that the greatest of catastrophes has happened, but all this debate really reveals is the Conservatives’ support for innovation, for small business and for delivering on Brexit, and the Opposition’s opposition to that.

[Chris Grayling]

I keep saying that I find it baffling that the Opposition should be opposed to giving a chance to a small business when the taxpayer was exposed to no financial risk at all, particularly when that small business had a major international backer. It is inexplicable.

Oral Answers to Questions

Chris Green Excerpts

Thursday 10th January 2019 Commons Chamber

[Andrew Jones]

My predecessor undertook to review the matter and remove some of the anomalies, and that work has already started, including in the fare review we saw earlier this year and the big piece of work reviewing how pay-as-you-go can be extended across the south-east. There has been a piecemeal approach where it has gone into Bedfordshire, Hertfordshire and parts of Surrey, and we are taking a strategic approach to it and that will be happening in the first half of this year.

[Chris Green (Bolton West) (Con)]

Devolution to Greater Manchester offers enormous opportunities to simplify rail fares across the area. What has so far been achieved in that regard, and what opportunities have been taken to broaden out the ease of using different modes of public transport across Greater Manchester on a single ticket?

[Andrew Jones]

That is very much a question for the Williams review of devolution structures in our transport sector. The principle of my hon. Friend’s question, which is about making things more convenient for passengers through smart ticketing, is absolutely right. If we make things easier for passengers, they will be more likely to use the services. That is a key question for the Williams review, and I will make sure that my hon. Friend’s question is fed through to Mr Williams.

Road Infrastructure

Chris Green Excerpts

Wednesday 5th July 2017 Westminster Hall

[Chris Green (Bolton West) (Con)]

I congratulate my hon. Friend the Member for Bexhill and Battle (Huw Merriman) on securing this important debate. House building, not just in my constituency but in the area surrounding it, has been an issue of huge concern for many years. It has created huge pressure on the local roads, and that pressure is getting greater and greater with the current proposals and with yet more house building coming down the line soon. Junction 7 of the M61—I realise that is not in this narrow remit—should have been built many years ago. The fact that it has not been built means that the roads in Horwich are under far more pressure and strain than they ought to be, and the A roads and other roads suffer because of a lack of motorway investment.

If we look at Westhoughton, a bypass should have been built decades ago. We think about joined-up government. Equally, when we have house building we must also look at the infrastructure needed to support it, whether that is medical, educational or other infrastructure such as sporting facilities. Joined-up government really has not happened on a local level. Symbolically, locally, the boundary between the Wigan borough and Bolton borough highlights that lack of thought-through decision making.

People travel along the Wigan borough on the Atherleigh Way A5225, which is a pretty good road, so they can travel pretty fast, but when they get to the boundary with Bolton they come across huge concrete blocks where the road stops, because Wigan and Bolton did not work together to deliver the most obvious local road. So all the traffic that travels through Wigan gets to the concrete blocks and is diverted through Daisy Hill and Westhoughton, creating huge misery for residents. Bolton Council, or previous Governments, should have delivered on that road many years ago, but they have failed to do so.

One of the worries now is that given the huge amount of house building, without nearly enough useful infrastructure, that is planned for the Greater Manchester spatial framework, it is more than likely that building will begin on the options for the Westhoughton bypass. Houses will occupy the land where we need the bypass to be built; so we urgently need it to be built before Bolton Council builds there and prevents it from ever happening.

Bus Services Bill [ Lords ] (Second sitting)

Chris Green Excerpts

Committee Debate: 2nd sitting : House of Commons
Tuesday 14th March 2017 Public Bill Committees

[Andrew Jones]

We have no intention of having authorities setting up bus companies and awarding themselves contracts. The purchaser-provider split is important. Authorities would have the capacity to intervene and directly commission services, but it would be for a short period of time only. They have the capacity to do that already. Our intention is not to have a municipal bus company do that. It would be for a short period of time and authorities would commission from the private sector.

[Chris Green (Bolton West) (Con)]

With people interested in franchising in Greater Manchester, there is an expectation that there will be a number of different providers of bus services. If any one provider failed, other providers could step in, whether they were already in Manchester or were other ones coming in. There would not be the need for Greater Manchester as an authority to be running the bus services.

[Andrew Jones]

My hon. Friend makes an interesting point. I anticipate from my conversations with Transport for Greater Manchester that it will be keen to pursue a franchising model. This will be its call, but I would anticipate not a one-size-fits-all model, but different operators providing services in different parts of his area. If one failed, others could come in. I have certainly been contacted by bus companies that see franchising tenders as a way to enter the UK marketplace. It could prove to be a spur to competition. We have powers in the Bill should there be failure, but those should involve private companies under commission, rather than municipal companies.

Amendment 10 relates to new clause 1. It concerns a cross-reference in the Bill and nothing more.

Bus Services Bill [Lords]

Chris Green Excerpts

2nd reading: House of Commons
Wednesday 1st March 2017 Commons Chamber

[Andy McDonald]

I wholeheartedly agree with my right hon. Friend. If that initiative, which tries to redress the imbalance that has been visited on our young people, is to be put in place in areas such as Manchester, I am convinced that it will completely appeal to people and that it will be the right measure to address the deficit that he so accurately described.

[Chris Green (Bolton West) (Con)]

Has the hon. Gentleman costed Labour’s new policy of giving free concessionary travel to 16 and 17-year-olds?

[Andy McDonald]

Suggesting that we will not extend assistance to 16 to 18-year-olds says more about the hon. Gentleman’s attitude towards young people than it does about Opposition Members.

Under the current system, bus companies determine their routes and provision of services on a commercial basis, which means that commercially unprofitable but socially valuable services are left for local authorities to support. Since 2010, more than 2,400 routes have been downgraded or withdrawn. A combination of Government cuts and commercial operators deciding provision on a commercial basis means that individuals or communities become isolated, cut off from employment, education, healthcare, and friends and family.

--- Later in debate ---

[Mary Robinson]

I agree with the hon. Gentleman that what we really need is an integrated transport system that works for passengers, invigorates the area, and enables people to get to work and to enjoy their towns and cities.

[Chris Green]

While orbital routes for the tram network are a good idea, does my hon. Friend agree that they are not always possible? For Greater Manchester’s future, we must ensure that good bus routes go where orbital routes cannot.

[Mary Robinson]

It is important to look for ways to improve all services, even those in the most difficult of areas, and buses play a significant part in that.

As a Greater Manchester MP, I look at the Bill in the context of the ongoing devolution of powers to the area and the commitment to economic growth fuelled by the northern powerhouse. I do not underestimate the importance of an effective public transport network that supports jobs and underpins our local communities. Bus services are a critical part of our transport network, accounting for almost 80% of public transport journeys across Greater Manchester. More frequent and better-quality services are essential for Greater Manchester’s growth and would help local residents to contribute to and benefit from future economic prosperity.

Franchising presents an opportunity to introduce simple and integrated smart ticketing across Greater Manchester. It could also alleviate some of the problems in the current system of multiple providers. Some 22 different bus operators provide services across Greater Manchester. Each has its own fares and branding, which gives rise to inconsistency. Compare that with the single, unified brand that operates successfully across London. A change to the current system will allow seamless travel through joint-ticketing and a more stable service. It could also end injustices such as passengers having to pay a 10% premium for a ticket that can be used across different operators.

Furthermore, the Bill is an opportunity to improve disability access and, importantly, disability training, so that drivers know the importance of where to pull into at bus stops and how to provide the best service for people with disabilities. The Bill will encourage a joined-up approach between local authorities, and it is important that disability access issues are properly considered, whether through audio-visual announcements or just by giving people with disabilities the time and space to access services.

--- Later in debate ---

[Chris Green (Bolton West) (Con)]

The Bill presents a unique opportunity to improve bus services, tackle congestion, support local economies and boost regional growth in my constituency and in Greater Manchester more widely.

The benefits of franchising mean that Greater Manchester will have the ability to decide the routes, frequencies, timetables and quality standards for buses, as well as a Mayor to hold to account should the service falter—all things that London has and takes for granted. That will particularly benefit people living in areas—especially rural areas—where current bus services are unreliable. Providing these franchising powers only to local authorities with directly elected mayors will ensure that there is a decision maker to hold to account, although other authorities without mayors will not necessarily be excluded and will be considered on a case-by-case basis.

The Conservative devolution agenda has the potential to be hugely beneficial to those areas included, especially because of the ability to apply joined-up thinking to planning and other areas of governance. Unfortunately, I am not convinced at the moment that the leadership in Greater Manchester is taking the opportunities presented. The Greater Manchester spatial framework has recently been published, and it seems to have been done in complete ignorance of the needs of public transport and of people right across Greater Manchester. It seems designed to optimise urban sprawl and the consumption of our green spaces so that councils can gain the maximum council tax receipts, but it shows little to no evidence of how best to use public transport infrastructure. Bus companies cannot economically operate frequent services from early morning till late at night if their passengers are spread thinly over large areas. We just have to look at where public transport works best, which is in areas of high population density, to know that. The authors of the GMSF need to take the opportunity of the Bus Services Bill to reflect on the needs of public transport and to take serious account of the contributions to the GMSF consultation. Essentially, the current proposals need to be shredded and the whole process started again.

Good public transport infrastructure has many benefits in relation not just to housing and planning but to improving jobs and employment, including supporting young people to get into work. When I recently chaired the all-party group on youth employment, many young people compared the opportunities and transport links in London and the north of England. Poor public transport in the north is a barrier to their getting into work. With an ageing population, many of whom reach a time in their lives when they are no longer able to drive, it is more important than ever to ensure that vital services are connected to good public transport and, because of their comprehensive nature, especially to buses.

I met the Guide Dogs for the Blind Association in my constituency, and I note that the hon. Member for Kilmarnock and Loudoun (Alan Brown) took the blind walk, where you are blindfolded and follow the guide dog. That is a disorientating experience for anyone, although, after a few minutes, you get some idea of what you are doing and you get that trust and confidence in the guide dog. I am really pleased that we have now made progress on audio-visual provision, and hearing about it certainly had an impact on me, as it does on anyone else who has spoken with the association. The association briefed me on the importance of visual aids for not just blind people but those with partial sight loss. This is about giving people far more independence than they have at the moment. Sight loss is a significant barrier in daily life, in daily experiences, and in getting and retaining a job.

I am pleased that the Bill allows enhanced partnership schemes between local authorities and bus operators, to require all buses in a local area to provide audio and visual next-stop information. Authorities using the new bus franchising powers will also be able to place similar requirements on affected operators. It is particularly welcome that the Government have, in clause 17, amended the Bill to enable the Secretary of State to require service operators to make such information about audio-visual aids available to passengers. However, I want the new Mayor of Greater Manchester to use these powers to ensure that all users have an improved service—not just people with difficulties with sight but those who may not use the bus services regularly. I will be lobbying the new Mayor to make sure that all buses in Greater Manchester use AV—no matter who the Mayor might be, whether Sean Anstee or one of the many other candidates.

The provisions on joint ticketing make it much easier to introduce multi-operator and multi-modal smartcards and e-ticketing, making bus travel easier and more convenient—the starting point for wider application across the whole of the public transport network. Colleagues may be interested to know that the benefits of integrated multi-modal smart ticketing was the subject of the Science and Technology Committee’s evidence check web forum on smart cities. From its introduction—from the very beginning—it is necessary to collect and interpret travel data so that further improvements can be made to Greater Manchester’s public transport system. Again, I intend to raise this with the new Mayor of Greater Manchester and Transport for Greater Manchester.

The Bill’s requirements for open data on fares and real-time running means that passengers will be able to access details of timetables, fares and routes in a much simpler format, putting an end to the frustration of not knowing when the next service will turn up. This has the potential to be further developed into passenger information apps or websites giving door-to-door real-time travel information and live updates on the status of bus routes, as Transport for London currently does through one of the largest automatic vehicle location systems in existence. AVL allows real-time passenger information, service control, and performance management. I would like to see this and smart ticketing used in Greater Manchester in future, following bus franchising.

However, I do have some concerns about the Bill. The Government must ensure that small and medium-sized bus operators are able to compete in a franchised environment. It is encouraging that the Bill includes a requirement to ensure that franchising authorities consider in their procurement strategy how to facilitate smaller operators. I hope that as well as considering this in their strategy, local authorities will ensure that there is a wide range of service providers—often innovators coming in with new ideas for new routes, who ought not to be excluded from franchising.

[Rob Marris]

The hon. Gentleman may be aware that that is already allowed under clause 4 on franchising. Franchising does not provide a monopoly. Clause 4 provides four different ways in which bus operators can provide a bus service within an area but outside the franchise regime, including additionality—that is, the innovative new routes that he mentioned.

[Chris Green]

It is also incumbent on the new mayors and the new systems that we have in place locally not just to allow that to happen but to encourage it to happen.

The Conservative party has often led the way on public transport. In Greater Manchester, we need only look back to our reintroduction of the tram network in the early ’90s after an absence of decades, and only this week we have seen the completion of the latest expansion of Greater Manchester’s Metrolink. We need a better integrated and thought through service on buses, as we have on our trams. These improvements to Greater Manchester’s public transport network have not always, unfortunately, been matched with great ideas from Labour, which wanted to impose a congestion charge on people travelling in Greater Manchester—a burden that would have disproportionately affected people in the Bolton, Wigan, Bury, Oldham, Rochdale, Salford, Stockport Tameside and Trafford boroughs.

[Graham Stringer]

And Manchester.

[Chris Green]

Absolutely—and parts of Manchester outside the two rings. I am pleased to say that Labour bowed to pressure to have a referendum on the damaging congestion charge proposals, and the people of Greater Manchester in all 10 boroughs rejected that idea.

Currently across Greater Manchester, bus services are not fulfilling their potential in a desired integrated transport system. This Bill provides the tools to achieve that, and we must ensure that it does so. We have to think about buses large and small—not just the larger and double-decker buses but the increasingly used smaller buses—in getting this increased connectivity. Buses must be linked together with all the other forms of transport—with trams and rail, and with car drivers by having more park-and-rides. I will do all I can as a Member of Parliament to ensure that the new Mayor and administration take advantage of every opportunity given by this Government.

Transport Infrastructure: Lancashire

Chris Green Excerpts

Tuesday 15th March 2016 Westminster Hall

[Seema Kennedy]

Lancashire County Council is aware of the great desire for the bridge in the area. I have been having ongoing discussions with the council, and that is one of the things about which I have spoken to its representatives.

The Ribble bridge is clearly a regionally significant piece of transport infrastructure. I shall now touch on a project that, although much smaller, would bring enormous benefits to two villages in my constituency, if it were completed. For those who do not know South Ribble, the western part of the constituency comprises the flood plain of the Ribble. Thirty-two per cent. of land in the constituency is grade 1 and 9% is grade 2 agricultural land, making it the seventh highest-ranked constituency in England in terms of the proportion of such land within its boundaries. Hundreds of people are involved in the vegetable and salad industry, which is growing and reckoned to be worth hundreds of millions of pounds to the area.

During the winter there is the traditional farming of brassicas and potatoes, as well as some salads under glass. Such work has been going on for centuries. The vegetables used to be carried on small wagons or tractors, but of course this growing industry is now year round. Foods such as prepared vegetables and stuffed mushrooms —hard-pressed Members of Parliament might be familiar with such comestibles—are assembled. Salads, which of course cannot be grown in our country during the winter, are imported from Spain and Portugal and brought to the pack houses, where they are packed for the British consumer. The two small villages of Tarleton and Hesketh Bank in my constituency are now overrun with gargantuan heavy goods vehicles from Spain and Portugal that bring salads to the growers and take the assembled bagged items to the supermarkets.

Supermarkets demand a 24-hour service, which means that the HGV drivers cannot avoid peak times such as rush hour or school runs. The main B road through the two villages sees domestic and commuter traffic competing with large tractors—they are much bigger than they used to be—and HGVs. Road surfaces and pavements are under constant stress. There have been several near misses in which HGVs have overturned. It is only by the grace of God that nobody has been killed in one of these accidents. The solution to the traffic tribulation in Tarleton and Hesketh Bank is the proposed Green Lane link, which would take traffic out of the main roads through the villages and on to the A59. The link is in the West Lancashire highways and transport masterplan.

At this point I should pay particular tribute to Tarleton and North Meols parish councils, which commissioned an excellent report outlining the safety and environmental benefits that the Green Lane link would bring to those villages. I am happy to provide a copy of the report to the Minister. I must also mention a tireless local champion of the link, County Councillor Malcolm Barron, who has assisted me greatly over the past two years in understanding not only the safety and environmental imperative for the link but its absolute economic necessity in supporting our local agricultural industry.

I want to speak briefly about rail links in Lancashire. The north-south links have improved greatly in the more than 20 years that I have regularly been using the line between Euston and Preston. There is one service that takes only two hours, compared with three hours in the early 1990s. I politely suggest to the Minister that Preston is the natural next staging point for HS2. We would be happy to begin the works in the north, rather than the south.

The Library briefing tells me that by 2033 the journey time should be a mere 77 minutes using HS2, which will be another boost for investment. However, before that can happen, Preston station, which currently has only six platforms, will need considerable modernisation and expansion. I will be grateful if the Minister can expand on any plans to do such work. Although north-south connections are improving, the links between Lancashire towns and Manchester are still poor.

[Chris Green (Bolton West) (Con)]

The electrification of the rail line between Manchester and Preston is very welcome, but does my hon. Friend share my concerns about the one-year delay? The line is very congested at the moment, so we need additional carriages and services on the track over the coming year until the electrification process is finished and the upgrades are completed.

[Seema Kennedy]

I thank my hon. Friend, who is from Bolton in the real Lancashire—the extended Lancashire area—for that intervention. Many of us have spent a bone-shaking hour travelling from Preston to Manchester. I understand that there were complications in the tunnelling works at Farnworth. The sooner the situation is improved, the better.

Such rail links result in more people taking to their cars. The A59 used to be the main road between Liverpool and York. It is my constituency’s main artery. In days gone by, there were two branch lines—one from Preston to Southport, and the other from Preston to Ormskirk. The first line was sadly completely dismantled and built over, but the second is intact. I pay tribute to the Ormskirk, Preston and Southport Travellers’ Association for helping me with my research.

At the moment, my constituents in Rufford and Croston who wish to carry on to Liverpool have to take a diesel train to Ormskirk and then get on an electric train to continue their journey because the line is broken. That train line also goes through the village of Midge Hall, whose station was closed in the 1960s. At Midge Hall, one witnesses a scene straight out of “Thomas the Tank Engine”: the driver gets off the train and exchanges a token to drive down the rest of the line. Although it is picturesque, it is inefficient, prolongs the journey time and persuades more of my constituents into their cars. There are compelling reasons to reopen the Midge Hall station. It is estimated that if it were reopened, 80% of Leyland residents—Leyland is a town that will expand as a result of the city deal—would be within walking distance of a railway station.

Although I have concentrated my comments on schemes in my constituency, they are relevant to the surrounding areas and the whole of Lancashire. Connectivity is crucial to the idea of the northern powerhouse—the notion that northern towns and cities can conglomerate to compete with London. If that is missing in Lancashire, we will be left out of what I believe can be a great northern renaissance.

Oral Answers to Questions

Chris Green Excerpts

Thursday 10th March 2016 Commons Chamber

[Mr McLoughlin]

I thought I had mentioned quite a few areas. The truth is that the investment taking place in the northern hub, including the redevelopment of Manchester Victoria station, does a lot to increase connectivity right across the north-west. That links a number of the places the hon. Gentleman mentions directly into our northern cities.

[Chris Green (Bolton West) (Con)]

20. Rail commuters in my constituency have been putting up with severe overcrowding for many years. The electrification of part of Bolton’s network is welcome news, but it has been delayed by a year. Will the Government therefore examine whether rolling stock is available to alleviate that overcrowding?

[Mr McLoughlin]

We are looking at all problems with rolling stock as a result of any delays in the finalisation of electrification. There is a large amount of new rolling stock coming on to our railways over the next five years, not least the new IEP trains, but also the new trains on Thameslink—the Siemens contract, which is being developed at the moment and coming into operation later this year.

Cycling: Government Investment

Chris Green Excerpts

Wednesday 3rd February 2016 Westminster Hall

[Chris Green (Bolton West) (Con)]

I beg to move,

That this House has considered Government investment in cycling.

It is a pleasure to serve under your chairmanship, Mr Bone. As you may be aware, the debate was preambled by an online digital debate, supported by parliamentary outreach. Between us, we managed to reach more than 2.1 million Twitter accounts, the highest number ever for a digital debate. I wish to put on record my thanks to everyone who took part. It created a forum a lot of interesting and important questions about how we can deliver the Government’s ambition to support and promote cycling.

It is important to point out that the benefits of cycling reach across many different areas. There is a strong business and economic case for both local and national Government to invest in cycling. Sustrans has calculated that investment in cycling returns the equivalent of £9.76 for every £1 spent. Cycling also alleviates congestion and will help us cope with the forecast pressure on our roads due to population growth, particularly in northern cities—current estimates suggest a 55% increase in road congestion by 2040. Cyclescheme estimates that the national health service could save £2.5 billion if 10% of car journeys were made by bicycle instead, and that inactivity costs the United Kingdom economy £20 billion every year.

[Henry Smith (Crawley) (Con)]

Will my hon. Friend join me in paying tribute to the many private sector companies that are encouraging cycling? For example, Evans Cycles, which is headquartered in my constituency, has done a fantastic job locally and nationally to ensure that we all get on our bikes and live a healthier lifestyle.

[Chris Green]

I agree entirely that the work of Evans and other organisations in the private sector is absolutely key to making sure that we have a healthy society. The contribution of responsible employers is vital to that.

For the reasons that I have highlighted and for many others, it is vital to have investment in cycling and to include it as part of an effective transport policy. I will touch on the benefits in my speech later. I wish to allow plenty of opportunity for other Members to make contributions as well, because I know that this is a really popular debate.

During the past five years, the Government have invested more in cycling than any of their predecessors, through cycling ambition grants and the local sustainable transport fund to name but two measures. I hope to see investment in cycling increase and continue on that trajectory. Despite the increase, more can always be done to improve the situation further. During the last Session, the Select Committee on Transport reported that although investment had increased, the splitting of funding between initiatives can make it difficult to be clear about the total budget for cycling. It was initially estimated at £2 per head, but with further investment it is now £4 per head of the population, compared with an estimated £75 per head for motorised transport.

[Julian Knight (Solihull) (Con)]

I congratulate my hon. Friend on securing the debate, particularly as I invested in my fourth road bicycle this weekend, much to my wife’s chagrin—[Interruption.] Only my fourth. Will he reflect on the health benefits of cycling for a moment, considering that the British Heart Foundation has found that cyclists live an average of three years longer than those who take no exercise whatsoever? Admittedly, those extra three years are spent clad in skin-tight Lycra.

[Chris Green]

I am not sure that I want to comment on Lycra yet, but the health benefits of having an active lifestyle are well recognised.

I am now a member of the all-party cycling group. Its report called for the budget to be increased from its current very low level to a minimum of £10 per head, with the spending then increasing further to £20 per head of the population.

[Dr Sarah Wollaston (Totnes) (Con)]

Having been a member of the all-party group, which produced the report on how we “Get Britain Cycling”, I wonder whether my hon. Friend agrees with me, with the report’s findings and with the Select Committee on Health that the benefit of cycling is that active travel is the type of physical activity that people are most likely to sustain throughout their whole lives. We should really focus on that if we really are going to get Britain moving as well as cycling.

[Chris Green]

I absolutely agree, and this debate is a great opportunity to reinforce that message to the Minister.

The members of the all-party group are not the only ones who want investment at £20 per head; a Sustrans survey suggests that the public want to see investment of £26 per head on an annual basis. More important than pinpointing an exact figure for investment is ensuring that current investment provides good value for money and is adequately utilised by the main practitioner of the funds, which is local authorities. Making cycling ambitions a reality requires collaboration at all levels of government.

The Department for Transport is giving local authorities significant amounts of funding to improve their road infrastructure and to support cycling at a local level. That funding is not ring-fenced and allows local authorities to decide on and implement solutions that best suit their needs. I am pleased that the Government are encouraging all local authorities to have a cycling champion—an official to take cycling development forward in their area and to champion cycling in their area.

[Julian Sturdy (York Outer) (Con)]

My hon. Friend is making an important argument. With regard to the cycling champions and cycling in the north, does he agree that one of the biggest boosts to cycling in the north came from the Tour de France being held in Yorkshire? That boost has now continued with the Tour de Yorkshire being set up. Does he agree that that is pressing the need for cycling and giving a boost to tourism locally?

[Chris Green]

Fantastic events such as the Tour de France do a wonderful job in promoting cycling. I will mention the different aspects of cycling that we perhaps need to focus on a little bit more.

[Chris White (Warwick and Leamington) (Con)]

Following the intervention by my hon. Friend the Member for York Outer (Julian Sturdy), I want to report that the route for the women’s cycling tour in June, which was announced today, includes a stage through my constituency. It is the first time that has taken place in Warwickshire. Does my hon. Friend the Member for Bolton West (Chris Green) think it is a good idea for such events to be spread throughout the country, as it provides an opportunity to promote the benefits of cycling across the UK?

[Chris Green]

I absolutely agree. It is vital that we have those events across the country. Seeing the beautiful Yorkshire countryside was wonderful, and I am sure that we will be inspired by the countryside in Warwickshire as well.

[David Rutley (Macclesfield) (Con)]

I feel greatly honoured not only to be able to participate in this debate, but to sit next to the former Sports Minister, my hon. Friend the Member for Maidstone and The Weald (Mrs Grant), who was there when the Tour de France came to Yorkshire and who did so much to help promote cycling. Importantly, she also paved the way towards making sure that outdoor recreation, of which recreational cycling is a very important part, was fully integrated into our new sport strategy, which focuses on outcomes, including physical activity. Does my hon. Friend the Member for Bolton West (Chris Green) agree that the new sport strategy in its integrated form will be a major boost in helping to achieve many of the things that he seeks to achieve?

[Chris Green]

I absolutely agree. It is so important that we integrate the strategies with other policies and the work that various Departments are doing. It is absolutely vital to have that integration, because things can be so much more effective in that way.

[Huw Irranca-Davies (Ogmore) (Lab)]

Well done to the hon. Gentleman for securing the debate, and I declare my interest as a long-term cyclist. I have withdrawn my name from the speakers list to allow others to speak.

May I ask the hon. Gentleman to commend civil society as well? That includes the Rhondda Tunnel Society, which is aiming for a huge project to establish the longest tunnel for pedestrians and cyclists in the whole of Europe, connecting the Rhondda and Afan valleys as part of the massive network for cycling that we have in the south Wales valleys. It is a tremendous initiative, just like the one in the lower Llynfi, which is trying to connect up urban settlements along strip valleys. Will he commend all those who put their petitions and their weight behind those campaigns?

[Chris Green]

I absolutely agree. It sounds like a wonderful idea—imagine going through a tunnel and having a beautiful environment ahead of you. It is such a wonderful thing to see happening.

I was talking about cycling champions, and it would be interesting to hear from the Minister just how many cycling champions are now in place. I dare say that many people do not recognise their own cycling champion; perhaps local authorities have not always implemented the idea.

As we move towards further devolution with the establishment of mayors—as a Greater Manchester Member of Parliament, I particularly appreciate that—we would all do well to follow London’s example of investing in infrastructure to make the roads safer for cyclists. In conjunction with that, we must ensure that our planning system makes cycling and walking an early consideration in any new street design, housing development or business park, and encourages local authorities to design road improvements with cyclists in mind. Although that is contained in the national planning policy framework as a mechanism for sustainable development, the existence of cycle lanes alone is not enough. The quality of cycle lanes in new developments can and should be improved.

A key factor in getting more people into cycling is the condition of roads and the availability of cycle lanes. Badly designed cycle lanes force cyclists to use the road. Too often, they are just half a path, and many cyclists choose to use the road because it is dangerous to weave in and out of pedestrians. Such paths also tend to stop at every junction, but cyclists want to maintain their momentum and not stop and start all the time.

[Amanda Milling (Cannock Chase) (Con)]

I congratulate my hon. Friend on securing the debate. He talks about cycle lanes on roads. Does he agree that what we need includes investment in cycle trails, such as those around Cannock Chase? They are an excellent facility to encourage leisure cyclists and families.

[Chris Green]

Absolutely. We need a whole range. Emphasis on the roads is important, because people use them to go to the shops and so on, so there is a lot of functional utility to them, but we also need to encourage families to spend time together on their bicycles. It is a great way of having a sustainable cycling environment and culture.

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

I, too, congratulate the hon. Gentleman on securing the debate. He gave the excellent example of cycle routes on main roads. Does he agree that in many areas, particularly residential ones, rather than dedicated cycle routes, what works well is quietening back streets to reduce through traffic? My hon. Friend the Member for Hackney South and Shoreditch (Meg Hillier) explains how her local authority has done that. That makes the environment safe for cyclists and pedestrians without the need for dedicated cycle routes.

[Chris Green]

I appreciate that. It sounds like a great use of local initiative. We must be very careful about prescribing too much and telling local authorities, “This is what you must deliver and how you must deliver it.” They must reflect local circumstances and ideas for the local community, because they can make a huge difference.

Many cyclists see how much priority councils sometimes give to maintaining cycle lanes—if a cycle lane is unusable, is it really a cycle lane? We often see overhanging branches, impassable potholes, large puddles, parked cars and poor-quality surfaces, which are especially noticeable for those on racers. I have a racer, and I cannot use some cycle lanes. I have to go on the road, simply because of the nature of the bike. I wish I had four bicycles so that I could choose one appropriate to the road surface. All cycle lanes should conform to the Department’s design guidance, but too often it seems the bare minimum is done rather that what most cyclists want. The design should be centred on cyclists’ needs. It would be better if more people cycled—if those who made decisions about cycle tracks were cyclists, they would understand better what should be implemented. It is particularly important to have good cycle tracks for disabled people who are able to cycle and use a bike as a mobility aid, but find that the infrastructure is working against them.

As a cyclist, I am acutely aware of the lack of good-quality bicycle racks, which, by their presence alone, promote cycling. If we create the right environment, the cyclists will come. Our local authorities have a duty to provide an environment suitable to support and promote cycling.

[Sir Oliver Heald (North East Hertfordshire) (Con)]

Does my hon. Friend agree that good-quality cycle racks, in quantity, are important at railway stations so that people can interact with another form of transport that might take them to London or another city?

[Chris Green]

Absolutely. It is important that cycling is part of a daily routine, perhaps as part of a journey if not the whole journey. I was thinking earlier about Bolton station, a major station serving many of my constituents, who have to travel all the way through the station to one of the platforms to drop their bike off at the cycle rack. Then on the return trip, instead of just being able to just pick it up at the entrance and off they go, they must make an awkward journey through rush-hour passenger traffic. It is important to have the right facilities at railway stations.

Naturally, interest in cycling naturally peaks with the Olympics and the Tour de France, which generate a great deal of interest in cycling as a sport, but we need to ensure that people feel that they can cycle as part of their daily routine. Good governance is essential in improving investment in cycling and the execution of that investment in local government and communities. Many hon. Members will be aware of the Government’s cycle to work scheme, which operates as a salary sacrifice employee benefit. Employers buy or lease cycling equipment from suppliers and hire it to their employees. Employees who participate in the scheme can save up to about 40% on the cost of a bicycle and cycling safety equipment. More than 600,000 employees have participated in the scheme to date. I have heard anecdotally that councils have a slightly lower take-up rate than the private sector, which is not only a concern for the health of council workers but is perhaps suggestive of councils’ enthusiasm for cycling.

The cycle to work scheme provides a mechanism to change the perception of cycling and sustainable travel and behaviour towards it. The Cycle to Work Alliance’s recent survey showed that 62% of participants were non-cyclists, novice cyclists or occasional cyclists before joining the scheme. Having joined, 79% of respondents described themselves as enthusiastic cyclists.

[John Stevenson (Carlisle) (Con)]

I congratulate my hon. Friend on securing the debate. In Pendle, a huge number of firms have taken advantage of the Government’s scheme. One is Carradice cycle bags in Nelson, in my constituency. It has seen a huge increase in the number of employees cycling to work thanks to the Government’s initiative, so it is important to continue it in the years to come.

--- Later in debate ---

[Chris Green]

It is fantastic to hear about the impact of the Government’s scheme in the private sector, and about bosses encouraging people to live healthy lives on daily basis, which will make a difference to people. There will be all kinds of other benefits.

In setting out the process and timescales for the first cycling and walking investment strategy, the Government are seeking to ensure that local government and business partners design places and routes for people travelling by bicycle or on foot at a local level across the country. Members will be aware that funding for the strategy, which has not been done before, is to be allocated on the same basis as that for rail, motorways and main A roads, with £300 million dedicated to cycling and walking over the next five years.

[Mrs Helen Grant (Maidstone and The Weald) (Con)]

I, too, congratulate my hon. Friend on securing the debate. Although a lot more people are cycling, which is good, does he agree that more effort needs to be made to ensure that people from black and minority ethnic communities and deprived communities also have that opportunity?

[Chris Green]

Absolutely. There is a perception that cycling is for young to middle-aged white men. Those who cycle in competitions and on the sporting side are representative of those who cycle in society as a whole, and we need to encourage people throughout society to cycle. That is why it is so important that London and our cities develop cycle routes.

[Greg Mulholland (Leeds North West) (LD)]

I congratulate the hon. Gentleman on securing the debate. I share his passion. In Otley, we are proud to have the women’s road cycling world champion, the wonderful Lizzie Armitstead, who was nominated for sports personality of the year. We welcome the fact that we have the first women’s Tour de Yorkshire starting in Otley this year. We must use that to get more women and girls cycling both recreationally and for sport.

[Chris Green]

That sounds like a fantastic opportunity to promote women’s cycling. So much more can be and is, I am pleased to hear, being done to promote role models to show that more people from all kinds of backgrounds can and should participate in cycling, both on the recreational side and for its utility in daily life.

I emphasise that the strategy is about a desire for walking and cycling to become the norm for short journeys or as part of longer journeys. Cycling does not need to be reserved exclusively for exercise—in other words, people pursue it as a sport and have to spend a huge amount of money on a bicycle and wear Lycra. In fact, it is the non-Lycra side of cycling that we need increasingly to promote. Cycling should be seen not as an expensive sport, but as a normal activity that people can undertake while wearing normal clothes and on an affordable bicycle.

Through the promotion of cycling, the Government are creating a catalyst for attitudinal change towards modes of transport and an active lifestyle. Integrating cycling into routines for small journeys, whether that involves popping to the local shop for groceries or cycling to work each day, can have a profound effect on health.

Sport England has reported that 27.7% of adults in England do less than 30 minutes of moderate physical activity a week. It is now feared that, for the first time, children’s life expectancy will be lower than that of their parents because of physical inactivity. Shockingly, one in six deaths is now linked to physical inactivity, which is on a par with smoking as a cause of death. Only yesterday, in the Select Committee on Science and Technology, we heard Professor Dame Sally Davies, the chief medical officer, giving evidence and describing us as living in an “obesogenic environment”—that does not sound very positive.

I hope that in this short time I have highlighted the considerable benefits of investment in cycling for the national economy, local government and community wellbeing and the considerable health benefits that people of any age, gender, fitness level, income or background can get from cycling. It is encouraging to know that, as a country, we are improving on our investment in and promotion of cycling. However, we must keep pressing the issue to avoid complacency and build on the achievements thus far. There is no quick fix or easy solution to create a change in cycling. We need strong leadership from central Government and commitment from local government. There is a great deal more that we can do to get Britain cycling.

I ask the Minister to respond by giving us an update on the Government’s cycling policy and by explaining his intentions and ambitions for the cycling and walking investment strategy, which will be published this summer, and what more the Government can do to ensure that the aim of a “cycling revolution” is achieved.

[Mr Peter Bone (in the Chair)]

Nine hon. Members have put in to speak, and we will try to get through as many as possible. I am therefore happy to impose a three-minute limit on speeches. The House is likely to divide at 5 pm, in which case the sitting will be suspended for 15 minutes if there is one vote, but if we can get back here earlier, we will start earlier.

Oral Answers to Questions

Chris Green Excerpts

Thursday 28th January 2016 Commons Chamber

[Mr McLoughlin]

First and foremost, I would point out to the hon. Gentleman the amount of money that is spent by Network Rail in purchasing steel from his constituency or thereabouts. That is an important movement in the right place. It would have been a bigger betrayal to the people of the north had we not said that we need new rolling stock to replace the Pacers. I am pleased that the Government will replace the Pacers. The very fact that our train builders in this country—Bombardier and Hitachi—are busy is because of the record investment the Government are putting into the railways.

[Chris Green (Bolton West) (Con)]

For many years, commuters in Bolton West have found that the trains and carriages at rush hour are heavily overcrowded—we have about the third worst overcrowding in the country. Will the Secretary of State assure me that the new franchising will deal with that problem?

[Mr McLoughlin]

Yes, but the new franchising could lead to more passengers on that track and the problem might grow. I am very pleased with the investment taking place in and around my hon. Friend’s constituency, not least the work on the Farnworth tunnel, which will increase the capacity and availability of electric trains to eventually serve his constituency.

Oral Answers to Questions

Chris Green Excerpts

Thursday 10th December 2015 Commons Chamber

[Chris Green (Bolton West) (Con)]

11. What progress his Department has made on collecting and interpreting data gathered by smart ticketing schemes.

[Rehman Chishti (Gillingham and Rainham) (Con)]

13. What progress his Department has made on implementing smart ticketing schemes.

[The Parliamentary Under-Secretary of State for Transport (Claire Perry)]

We are making good progress on implementing smart ticketing across transport modes and across England. On railways, some train operators are already using smartcard and barcode technology; all our major cities have smart ticketing schemes; and we have committed £150 million to support the vision of “Oyster for the north”.

[Chris Green]

I thank the Minister for that answer. Devolution to Greater Manchester includes plans to introduce a multimodal smart ticketing scheme. Will she assure me that from the outset travel data will be collected and interpreted so that further improvements can be made to Greater Manchester’s public transport system?

[Claire Perry]

My hon. Friend is right to point out the importance of gathering data and how great it is that this devolution agenda is working for passengers in Manchester. I agree with him about the importance of data and I will certainly make my views known to Transport for Greater Manchester, which is responsible for introducing these schemes.