High Speed Rail (Preparation) Bill

Fiona Bruce Excerpts

Wednesday 26th June 2013 Commons Chamber

[Mr McLoughlin]

I shall come on to explain, if I may make a bit of progress, the way in which we shall link up to Scotland, and why the Bill covers the area. The Bill provides that important opportunity, and I shall come to that in a short while.

As I was saying, I want to make three points: first, the reason why a new high-speed line is right; secondly, the purpose of the Bill; and thirdly, the work that we are doing to manage the costs of the scheme. Why is HS2 necessary? The answer is not only speed, although HS2 will take an hour off journeys between London and Manchester, and between Birmingham and Leeds, and it will bring two thirds of people in the north of England within two hours of London.

[Fiona Bruce (Congleton) (Con)]

Is the Secretary of State aware that if there is to be a tangible economic benefit to my constituency and the wider Cheshire region, there must be a hub station stop at Crewe, otherwise it will take longer to travel by High Speed 2 up to Manchester and then travel down on a local line to that area?

[Mr McLoughlin]

I know that my hon. Friend is concerned, as I am, to make sure that there are sufficient connections right across the country. We have not yet reached the consultation stage on phase 2. Part of the reason why we published phase 2, although it would have been easier not to do that, was to show our commitment to serving the north, right up to Manchester, Leeds and the east midlands. So I am pretty sure that I will be hearing a lot more from my hon. Friend and others on the question of where the station should be located—Crewe or Staffordshire.

Marine Navigation (No. 2) Bill

Fiona Bruce Excerpts

Friday 19th October 2012 Commons Chamber

[Sheryll Murray (South East Cornwall) (Con)]

I beg to move, That the Bill be now read a Second time.

I was delighted to be drawn 12th in the private Members’ Bill ballot and to have this opportunity to introduce a Bill that seeks to reduce the operational burden costs on the marine industry, to promote the work of the General Lighthouse Authority, and to strengthen the powers of port police.

I pay tribute to the previous Minister, my hon. Friend the Member for Hemel Hempstead (Mike Penning), who did so much for marine safety while he was in his post, and I welcome the new Minister, my hon. Friend the Member for Wimbledon (Stephen Hammond), to his position. I understand that the hon. Member for Poplar and Limehouse (Jim Fitzpatrick), who is not in his place, is attending a memorial service but will be in the Chamber at some stage of the debate.

Members will know that I have a strong personal interest in maritime matters. Indeed, in the mid-1990s I was secretary of the Plymouth sea safety group, which was set up to bring together master mariners, rescue services such as the RNLI, the fishing industry, channel and river pilots, harbourmasters and yachtsmen in order to allow for a greater understanding between all users of the marine environment.

The maritime industry is crucial to the economic well-being of the United Kingdom, with ships carrying goods for consumption, business people and holidaymakers to and from our shores. The ports industry provides a gateway to and from our nation. In 2010, UK ports handled 512 million tonnes of goods, the value of which was about £340 billion. That represents 95% of the total volume of UK import-export trade and 75% of its value. Some 23 million international passengers used UK ports in 2009—three times the population of London. The maritime industry provides employment, directly and indirectly, from as far north as Shetland to as far south as Cornwall. My constituency is bordered by two busy ports—to the west is the port of Fowey, and Plymouth sound is on the eastern border. My constituency’s economy relies heavily on the marine industry.

The marking of hazards and of safe shipping routes in the channel is a key factor in facilitating this vital UK industry. We are fortunate in this regard to employ the efficient services of three world-leading providers of marine aids to navigation throughout the UK and Ireland, collectively known as the General Lighthouse Authority. Marine pilotage is dealt with in clauses 1 to 4 of my Bill. It is a noble profession that dates back hundreds of years. Pilots are highly skilled and knowledgeable individuals responsible for safely guiding ships into our ports and harbours. They provide a vital service without which our shipping industry could not safely operate. The Pilotage Act 1987 governs the provision of pilotage in the UK by competent harbour authorities. I propose to modernise one section of it, relating to pilotage exemption certificates.

I have received a number of representations on my proposals from ports, harbourmasters and those in the pilotage industry, and I reassure the House that they are not simply about saving money and are not designed to reduce safety. The Bill would enable competent harbour authorities to recognise the skills and knowledge of a wider group of individuals when it is clear that they are able and capable of holding a pilotage exemption certificate.

In my opinion, the Bill would implement a balanced set of improvements to the pilotage exemption certificate system, under which competent harbour authorities may at their discretion grant suitably qualified crew a certificate that enables them to pilot specified vessels instead of taking on a pilot. The Bill would remove the restriction that currently allows only masters and first mates to be granted a pilotage exemption certificate. It would allow any crew member demonstrating the high level of skills and experience required by the authority to hold a certificate, and it would also give the authority greater powers in relation to the suspension and revocation of a certificate where appropriate. I am, however, willing to discuss the specifics of my proposals in far greater detail in Committee should colleagues so wish.

Clause 3 would enable ports and harbours that have an obligation to provide pilotage services, but that do not have the traffic to warrant such services, to relinquish that requirement in a straightforward and sensible manner. That is about removing unwanted burdens on ports and harbour authorities, and deregulating where it is safe and appropriate to do so.

Clauses 5 and 6 relate to harbour authorities. Statutory harbour authorities have many duties and are primarily responsible for the safe operation of their facilities. About a third of them currently benefit from powers of general direction. Extending the use of those powers to the rest of the industry—a responsible and mature industry—would reduce the costs and time required to achieve the same effect via harbour revision orders. That proposal is localism in action and would enable the right decision to be taken by the right organisation without the need for expensive recourse to legislation.

Unused port and harbour facilities can be a financial drain on their owners once they are no longer economical to run. Some facilities have geographical restrictions on the size of ship that can access them, and others fall victim to changes in trade patterns. In either case, through no fault of the operators, ports can become economically unviable. Some of those ports are owned by local councils, which then pass the costs of maintaining facilities and honouring statutory duties on to council tax payers. The Bill would make it easier for statutory harbour authorities to close unviable harbours when appropriate, and to relinquish costly responsibilities that cannot be justified given a harbour’s limited use.

Clause 7 deals with port constables. Currently, a port constable is limited to working within one mile of their port restriction.

[Fiona Bruce (Congleton) (Con)]

I pay tribute to my hon. Friend for introducing this important Bill and for the work that she has conducted on the issue over many years.

As a member of the all-party group on human trafficking, I believe that clause 7 will be important in giving port constables the right to extend their sphere of work to inland constituencies such as mine. It is well acknowledged now that the only way in which we will successfully tackle the increasing scourge of human trafficking, which blights lives, is for more agencies to work together. I am therefore delighted to support the Bill, particularly clause 7. Will my hon. Friend acknowledge that the Bill has great relevance not only to coastal constituencies but to every constituency in the country?

[Sheryll Murray]

I do acknowledge that; this clause is extremely important, and I know other hon. Members will speak about it. Port constables are currently limited to working within 1 mile of their port—a restriction meaning that otherwise perfectly competent officers must be accompanied by the local police whenever they need to investigate a crime, or escort an offender to a custody suite or court beyond that limit. At a time when, as has been mentioned, we are seeking efficiency in all our public sector organisations, that cannot be right. Worse still, it provides the potential for an officer to find themselves unable to prevent a crime, simply because it happened a few feet too far away from the port at which they work. My Bill will remove the geographical limit on the powers of port constables, where that is agreed with the local police.

Cycling

Fiona Bruce Excerpts

Thursday 23rd February 2012 Westminster Hall

[Fiona Bruce (Congleton) (Con)]

This important debate has stimulated the interest of a number of my constituents, many of whom are members of the Congleton cycling club. Sadly, one of them, my constituent Karl Austin, was tragically killed while competing in a cycling time trial in June 2011. He was riding in the South Pennine Club 10 on the A50 at Etwall, when he was struck from behind by a heavy goods vehicle. Karl was very well liked in the community and loved by his family, and is missed dearly. Following his tragic death the CCC chairman initiated a JustGiving campaign for the Wheels for All charity, which provides adapted cycling equipment and cycling activity programmes for people with disability and differing needs. I pay tribute to Karl, his family and the work of the CCC.

I have met members of the cycling club in Congleton and they are fine examples of the close-knit community I represent. The many representations I have received from them confirm that a good number of people are reluctant to cycle because of concerns about road safety, whether on city, urban or rural roads, whether those concerns are based on actuality or on misplaced fear. They are valid concerns, and that is why I am here to support the Times campaign. I want to quote some of the well-made points that constituents have made in correspondence with me. Michael Bolton points out that we should review planning of the next generation of cycle routes and says

“they are often poorly designed, poorly maintained and in the vast majority of cases put the cyclist at a disadvantage because they have to give way to other traffic at every junction and when the lane suddenly and inexplicably ends.”

[Mark Menzies (Fylde) (Con)]

That is a valid point, and I am concerned about inconsiderate car owners parking on cycle lanes and forcing cyclists off, often on to busy roads and at junctions, which puts lives at risk.

[Fiona Bruce]

My hon. Friend makes a good point, and has saved me making it.

As to the training of cyclists and drivers, Michael Bolton is delighted that the Government have pledged to continue the support of Bikeability training in schools. I welcome their pledge of £11 million for that, and their commitment to improve the driving test and driver training.

[Jeremy Corbyn (Islington North) (Lab)]

On cycling safety, does the hon. Lady think we should do something to improve the safety of cycles and cyclists, by requiring all new bikes to be sold fitted with lights, all new cyclists to be given a high-visibility vest and offered a low-price helmet, and schools to do far more on cycling safety and training? Should not cyclists be trained to behave responsibly, in addition to all the road safety measures that she has outlined?

[Fiona Bruce]

The hon. Gentleman makes excellent points and he is right that we need to consider a compendium of solutions to the problem.

On training, my constituent points out that it will help if we train young people,

“to redress the years and lost generations where cycling has been side-lined.”

He adds:

“Not only does it benefit the children now with greater independence, less obesity and much greater road awareness but will also mean that the next generation of learner drivers should have a greater understanding of road etiquette and the place of cyclists.”

Incidentally, he feels that that should be extended to

“include funded cycle training for adults and greater cycle awareness within the instruction given to drivers in general and professional drivers in particular”.

Mr Bolton says that wider implementation of a 20 mph speed limit would not only make things safer and more pleasant for cyclists and pedestrians, particularly in residential areas, but reduce the differential between the time taken for journeys made by car or by bike, thus

“making journeys by bicycle that bit more enticing.”

He supports appointing cycling commissioners. I suggest that we might consider the appointment of voluntary local champions in that regard, in these times of local funding austerity.

Bob Norton, the chair of the Congleton cycling club, raises two innovative points. He suggests that in most of the EU, national legislation adopts the position that the less vulnerable road user causing harm is deemed to be responsible or culpable, unless evidence is produced to show the contrary. Secondly, he says that the UK should legislate for a minimum passing distance, along the lines of those in force in other European countries.

Other residents, Nick Harwood and Paul Fradley, point out that the poor state of road maintenance is a serious concern, as other hon. Members have mentioned. Often

“a cyclist may have to move out from a line close to the left hand edge of the thoroughfare into the path of fast moving cars, lorries and vans.”

They comment that

“secure bike storage at railway stations and in town centres could all work together to enable more people to leave the car at home”.

My constituent David Ball supports the campaign to raise driver awareness of the vulnerability of cyclists, and reminds us that, whereas some people say that cyclists do not pay road tax, neither do cycles emit CO₂, or damage roads, as cars do.

Finally, I want to quote from the letter I received from Keith Austin, whose son was killed when he was hit from behind by an HGV. He is disappointed—to say the least—to find that the CPS

“have ensured that the driver is to be sentenced in a magistrates court, not the Crown Court”.

He writes that

“it does seem to highlight the unwillingness of the…CPS to bring adequate prosecution against drivers who kill cyclists. Perhaps you can use something from my letter in the debate in Parliament, if you are called.”

Mr Austin writes that Karl, who was a very well-known racing cyclist and had competed for 35 years all over England, was very safety conscious on the roads, and on the day he died was wearing bright clothing. He adds:

“he had attached to the rear of his bike a very small but super-efficient “Exposure Flare” rear light. This emits a very bright pulsating red light, which on a wide, straight road such as the A50 should have been visible for hundreds of yards. A fellow competitor on that evening saw Karl’s bright light and had Karl not been killed later was going to ask him where he could buy one, as it was so powerful.”

Just a few days ago, a report was published in which the head of the Scotland Yard’s road death investigation unit, Detective Chief Inspector Oldham, stated that motorists who cause death on the roads should face stiffer penalties. Mr Austin says that he is now left with the fact that his son’s case will be dealt with in a magistrates court, rather than in a Crown court with a judge presiding. He will be dealt with in a court where petty criminals are dealt with. He says:

“Is killing a man through carelessness on a par with minor offences? Under similar circumstances”—

that is, killing a man—

“where no vehicle was involved, would that qualify for a magistrates court?...To lose a child under any circumstances is utterly devastating. But to have that death…treated in such a…trivialising manner, just deepens the wounds further. My wife and I have suffered all this before, in 1986, when our only daughter was killed in a car crash; her killer charged with ‘driving without due care and attention’ and fined about £200.”

With great grace, however, Mr Austin says that he is not vengeful towards the HGV driver, who himself has to live with the consequences of the incident. He ends his letter to me by saying:

“Whatever sentence he would have faced would be as nothing compared to ours”,

even if the case had been dealt with in a Crown court. Is Mr Austin’s letter alone not sufficient reason for us all to consider the issue of road safety for the benefit of everyone: cyclists, pedestrians and drivers?

[Mr Mike Weir (in the Chair)]

As a result of the number of Members who wish to speak in this debate, I am, with the authority of the Chairman of Ways and Means, imposing a time limit on Back-Bench speeches of seven minutes. The rules are exactly as they are in the House. Each of the first two interventions accepted stop the clock and gives the Member who gives way an extra minute, and I appeal for short interventions.

Unlike in the main Chamber, the mechanisms here do not yet enable the Member speaking to see a countdown clock in the displays around the room. To assist Members, I will cause a bell to be rung when a Member has one minute left.

Civil Aviation Bill

Fiona Bruce Excerpts

Monday 30th January 2012 Commons Chamber

[Fiona Bruce (Congleton) (Con)]

I welcome the Bill and propose to speak chiefly to clause 94, which amends section 71 of the Civil Aviation Act 1982 and improves ATOL protection for consumers, as I believe that these are the provisions that are of most interest to my constituents. To clarify why the proposals are so welcome, I will briefly outline the current ATOL scheme’s inadequacies that require remedying in order to meet the requirements of passengers in the 21st century.

The ATOL scheme, which was introduced in the ’70s, provides financial protection for consumers who purchase air package holidays in the event of a travel company going into insolvency. Affected passengers are entitled to a full refund if they are yet to travel or repatriation after completing their holiday if they have already reached their destination. However, the current ATOL scheme does not apply to airlines that are specifically excluded under legislation or to airline agents where airline tickets or a similar airline booking confirmation has been issued, which means that a booking made directly with an airline just for a flight on an aircraft they operate, for example by using their website, is not covered by ATOL. Airlines can sell flights and flight plus without providing financial protection, flight plus being a booking for a flight that is sold together with accommodation and/or car hire at the same time or within a day of each other. Many consumers are totally unaware that they have no financial protection for such bookings.

However, confusingly for consumers, under the 1990 EU package travel directive airlines are now required to provide financial protection for the sale of package holidays. In practice, some airlines sell package holidays with ATOL protection, but other airlines sell only flight plus without any statutory financial protection at all. Even more confusingly for the consumer, although the ATOL logo on websites and in brochures signifies that the business in question holds an ATOL licence and thus meets the CAA’s financial fitness criteria, that does not mean that every holiday the business sells is ATOL protected. The ATOL licence holder may sell holidays and travel arrangements that are not ATOL protected since they fall outside the legal scope of the current scheme. In effect, it is left to the consumer to check whether their holiday arrangements are covered by ATOL, but how many would know how to do that?

The last decade has seen important changes in the UK market for holidays and flights, particularly a move away from traditional package holidays in favour of independent travel. This has been facilitated by the emergence of low-cost, no-frills airlines and the use of the internet. Holidays are often created by consumers buying the various components from a range of flight, accommodation and other options. This might involve purchasing from a single provider or, in many instances, from linked websites. For instance, an airline website might contain a link to an accommodation provider’s site. Holidays created and sold in this way are often referred to as dynamic packaging, mix-and-match holidays, DIY packages or tailor-made holidays. This development could not have been foreseen when the ATOL scheme was introduced 40 years ago or when the package travel directive was agreed more than 20 years ago. Indeed, the proportion of ATOL protected holidays has dropped from 97% of all leisure flights in 1997 to less than 50% in 2010 and, if action is not taken, will undoubtedly decrease further.

There is therefore a strong case for reforming the ATOL scheme to reflect better today’s holiday market and so that consumers can be clear when their holiday is protected. The CAA agrees and has stated that

“ATOL needs reform… to remove the risk of increasing financial detriment to consumers.”

This is particularly so in the current economic climate, when significant sums from a household’s annual budget are spent on such transactions.

In addition, holidays purchased on an “agent for the consumer” basis are also in many respects outside the current ATOL scheme. Traditionally, travel agents act as agents for the supplier and sell holidays to customers on behalf of travel trade suppliers, but they can also sometimes act as agents for the customer and technically buy the holiday on their behalf. This is an important distinction. Agents for the consumer are not legally making flight accommodation available and so are currently not required to have an ATOL licence or to provide any other form of financial protection for holidays.

However, it can be difficult, if not impossible, for consumers to know in what capacity a travel agent is acting, which can create considerable detriment and uncertainty. In practical terms, the distinction is completely irrelevant for a consumer until they need to claim for cover and might find cover non-existent. Then it becomes very relevant indeed. Even some travel companies are not fully aware of what acting as “agent for the consumer” entails or their obligations to explain to consumers the implications for ATOL protection. In short, the current ATOL scheme no longer fulfils its intended purpose.

Clause 94, by greatly broadening consumer protection and bringing airlines and “agent for the consumer” transactions into the scope of the ATOL scheme, effectively brings the scheme into the 21st century. Following appropriate consultation, the Bill will enable the Secretary of State to make regulations requiring airlines to hold and act in accordance with an ATOL licence when making available flight accommodation, except where they are doing so on a flight-only basis on aircraft that they operate. For the purposes of the clause, flight accommodation is taken to mean accommodation for the transport of persons on flights in any part of the world. In effect, all airline package holiday and flight-plus sales are to be ATOL protected. Having said that, some exceptions remain, and I welcome the discussions, which have been referred to, between ATOL and representatives from the Transport Committee on the possibility of ATOL cover being widened even further. I very much welcome the Bill and the effect it will have in providing additional consumer protection.

Before concluding my remarks, I want to touch on another point relating to passenger protection: pilot fatigue. Although perhaps peripheral to the Bill’s main aims, this issue is vital to the many pilots in my constituency who work out of Manchester airport and, in turn, to their passengers’ welfare. I have spoken with a number of pilots about the matter and attended briefings, in the House and elsewhere, where it has been raised with great concern. Pilots in my constituency are extremely concerned that any relaxation of this country’s current restrictions on permitted crew flight hours could push pilot fatigue to intolerable levels and seriously affect passenger safety. The issue was raised in the other place only last week by the noble Lord Monks, who is president of the British Airline Pilots Association.

Pressure on crew and aircraft for turnarounds is increasing as demand for air travel rises, and this is reflected in the requirements that airlines are putting on pilots. The European Aviation Safety Agency has made proposals that would reduce the current UK standards on flight time limitations. The Government spokesperson in the other place replied to the noble Lord Monks that the Government would support the proposed requirements only if the CAA determines that they provide an appropriate level of protection against crew fatigue. That was a welcome comment pointing in the right direction.

[Mark Lazarowicz]

I have been contacted by many of my constituents who work in the aviation industry, including pilots, and who are extremely concerned about the proposals. I am sure that the whole House is with the hon. Lady in wanting to see the Government and the European authorities ensure that no danger to safety is brought about by the proposed changes.

[Fiona Bruce]

I thank the hon. Gentleman for that intervention.

In responding to the debate, will the Minister clarify how in practice such an important determination will be made in light of the delegated powers that are going to be passed to the CAA under the revised regulatory regime and the fact that when introducing the debate the Secretary of State said that CAA decisions should be “guided by the needs of customers” and that the safety of customers was of “key importance”, and, finally, bearing in mind that the Secretary of State remains ultimately responsible for aviation safety and security?

I welcome the Bill.

Oral Answers to Questions

Fiona Bruce Excerpts

Thursday 12th January 2012 Commons Chamber

[Justine Greening]

That is one of many questions of this nature that a push towards an independent Scotland would raise. The hon. Gentleman is absolutely right to raise his concerns about the destabilising impact that independence would have, where none of the benefits hoped for by those who want independence would be realised, but many of the downsides would absolutely come to fruition.

[Fiona Bruce (Congleton) (Con)]

T8. Road crashes are the biggest single killer of young people aged between 17 and 25 in this country today. Will the Minister join me in congratulating Cheshire safer roads partnership’s “Think, Drive, Survive” scheme, which brings officers into schools to teach young drivers about better road safety? What more can the Government do in this respect?

[The Parliamentary Under-Secretary of State for Transport (Mike Penning)]

I am sure that my hon. Friend is aware that I have done that excellent scheme in Cheshire and have the certificate on the wall in my office. One of the things we can do is ensure that the test taken before someone is given a driving licence is fit for purpose and that it is not simply a case of passing a test, but of giving the skills everyone needs, particularly young people, to be able to drive and enjoy the road safely.

--- Later in debate ---

[Mrs May]

What I would say to the hon. Lady is that the Government are already taking steps to ensure that we can help women into the workplace, particularly in the Work programme and the work that we will be doing through business mentors to help women who wish to set up their own businesses. The most important thing that will in due course help to ensure that women can get into the workplace, by making work pay, is the introduction of the universal credit.

[Fiona Bruce (Congleton) (Con)]

At the recent north-west women’s enterprise day in my constituency, 200 inspiring women who had started up their own businesses or were about to were given an excellent range of advice. What can be done to roll out that kind of scheme across the country, and in particular to encourage women to take the critical step from not just working in their businesses, but employing others and creating jobs?

[Mrs May]

I commend the women’s enterprise action that was taken in the north-west. That is a very good example of what can be done at local and regional level to ensure that we encourage women to use their full potential in the economy, which is to their benefit and that of the UK as a whole. Our introduction of business mentors is one thing that will help women not only to set up businesses, but to grow them in a way that will lead to them becoming employers.

Oral Answers to Questions

Fiona Bruce Excerpts

Thursday 10th November 2011 Commons Chamber

[Fiona Bruce (Congleton) (Con)]

10. What steps her Department is taking to monitor use of the road network by foreign HGV drivers.

[The Parliamentary Under-Secretary of State for Transport (Mike Penning)]

The Vehicle and Operator Services Agency, for which I am responsible, carried out 67,000 checks last year on foreign-registered heavy goods vehicles for compliance with roadworthiness, overloading and drivers’ hours rules. The Department regularly publishes statistics on the amount of goods transported to and from the United Kingdom by foreign-registered HGVs.

[Fiona Bruce]

I was recently advised by a constituent of an accident that she had on the busy stretch of the M6 between Sandbach and Knutsford, in which she was hit by a foreign lorry driver in a left-hand drive vehicle who did not see her in his mirrors as he moved into the middle lane. In virtually the same place, a family of six were tragically killed in an accident caused by a foreign lorry driver in 2008. What steps can the Government take to prevent such accidents from occurring again?

[Mike Penning]

I am aware of the problems that occur around the country, particularly as a former HGV driver myself, including the problems that foreign drivers have with their mirrors. That is something that we are considering with our European counterparts. However, we must realise that only 3.5% of the HGVs on British roads and 5.2% of those on our motorways are foreign. Although it is a big issue, the biggest issue is with HGV driving and the quality of driving as a whole, not just with overseas drivers.

High Speed 2

Fiona Bruce Excerpts

Thursday 13th October 2011 Commons Chamber

[Fiona Bruce (Congleton) (Con)]

As a north-west MP, I wish to represent the concerns that my constituents have expressed to me both in correspondence and at meetings. The area of Cheshire that my constituency covers lies some 25 miles south of Manchester. Over recent years, journey times to London by rail have improved and the area is now well served, with a journey time of less than two hours from Euston. On the basis that stops reduce journey times, a new HS2 track is likely to run through or near my constituency but with no HS2 stops or links. An area that is currently well served might find not only that HS2 bypasses it, but that existing services become fewer and slower. Services from Crewe and Stoke-on-Trent, both of which serve my constituency, could suffer considerable disadvantage. Passengers from London using a new HS2 line could have to travel north to Manchester, then make a connection and return south on a local line. It is difficult to see how there would be much, if any, time saving on a journey from London.

Let me turn now to the economic regeneration argument. The north-west is a wide area, and although HS2 might benefit the area immediately around Manchester—assuming that is the key north-west HS2 stop—it is questionable whether such benefits would radiate across the north-west region so as to benefit constituencies, such as my own, that are further afield. There is the additional concern that the flow of economic regeneration could be towards London and away from the north-west, so a project designed to bridge the north-south divide could have the opposite effect.

The cost, some £32 billion, is perceived by many of my constituents as an inordinate amount of money at a time of severe economic pressure for the questionable benefits they will gain, particularly the many who do not use train travel at all. Several transport pressure points in my constituency are of far greater concern to them, and attention to those would immediately bring clear economic benefits to the area and the region, including freeing up not just local traffic but the M6 traffic flow from Birmingham up to the north-west.

Notably, those would include opening up to passengers the Middlewich rail link, which is currently used only for freight, improvements to junction 17 of the M6 at Sandbach, and action to protect the Holmes Chapel community from the excessive speed and volume of vehicles that they constantly endure. All those issues could be resolved at a fraction of the £51 million that I understand would be the cost of HS2 to my constituency.

When it comes to international travel, it is unlikely that an HS2 line north of Birmingham to Manchester would make much material difference to residents in my constituency, living as they do half an hour from Manchester and only a little further from Liverpool airport.

[Andrew Percy (Brigg and Goole) (Con)]

May I clarify something? On the one hand, my hon. Friend is saying that living near Manchester airport is a good thing for her constituents—but is she also saying that living near the Manchester hub for high-speed rail would not be a good thing for them? I do not see how the two ideas run together.

[Fiona Bruce]

I am saying that to travel from London to the north-west by HS2 would not benefit my constituents materially. Nor would it benefit them to travel by HS2 down to the continent, because it is quicker, and certainly more economical with the current fares, to go from Manchester or Liverpool airport.

I agree that there is a strong case for enhancing the capacity of our inter-city rail network, including the west coast main line, but there are a number of solutions that could be achieved at a fraction of the cost of HS2 to my constituents. Many of those solutions have already been mentioned, such as improving provision for freight transportation or signalling. Others include improving the integrated regional network to take communities out of their cars in the north-west, increasing the number of platforms at Manchester Piccadilly to improve the commuter trains that are available, and increasing track numbers between Crewe and Manchester. I accept that the route of the extension from Birmingham to Manchester has not yet been specified, but I want to assure my constituents that if it runs through any part of my constituency, with the attendant environmental and other damage to farmland, residential areas and communities, they can be assured of my vigorous opposition to any such plan on their behalf.

Oral Answers to Questions

Fiona Bruce Excerpts

Thursday 5th May 2011 Commons Chamber

[Mr Hammond]

The right hon. Gentleman will know that the published plans include a link from Old Oak Common via a tunnel round to the north of St Pancras station, connecting directly to the High Speed 1 line. It will be possible to run trains from the midlands and the north of England, directly through that tunnel, to the High Speed 1 network and onwards to the channel tunnel.

[Fiona Bruce (Congleton) (Con)]

10. What steps he is taking to assist local authorities to repair potholes.

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

On 24 March, we wrote to all local highway authorities informing them of their share of an additional £200 million, which we have made available for repairing damage to their road networks following the severe winter weather at the end of last year. The funding was paid to authorities on Monday 28 March this year.

[Fiona Bruce]

I thank the Minister for his reply and for the generous grant of £2 million recently received by my local authority of Cheshire East. However, the council has a £100 million shortfall in planned maintenance of its highways network, and it is unable to commit funding to upgrade junction 17 of the M6, which is in my constituency and frequently causes major traffic problems. Can the Minister offer any help to the local authority as it tries to address the problem with partner organisations?

[Norman Baker]

I am grateful to my hon. Friend for her welcome for the extra funds made available. It is worth putting on record that we have committed £3 billion for highway maintenance over a four-year period in addition to the £200 million that was announced this year, so despite the difficult economic circumstances, we are prioritising moneys for highway maintenance. I am not aware of the particular junction, but if my hon. Friend writes to me with further details I will happily get a reply to her on the matter.

--- Later in debate ---

[Maria Miller]

Like the right hon. Lady, I am a huge supporter of Sure Start. The Minister of State, Department for Education, my hon. Friend the Member for Brent Central (Sarah Teather), has ensured that funds are available to maintain the network of Sure Start centres. That is certainly happening in my county of Hampshire, where savings are being made in the management structures behind the front-line services, and I urge all councils to take a similar approach.

[Fiona Bruce (Congleton) (Con)]

8. What recent assessment she has made of the potential effect on women of the proposal to introduce a flat-rate state pension.

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

9. What recent assessment she has made of the potential effect on women of the proposal to introduce a flat-rate state pension.

[The Minister of State, Department for Work and Pensions (Steve Webb)]

We are consulting on two options for reform to make the state pension system simpler and fairer for those—including many women—who have historically experienced poor pension outcomes. We will publish a full assessment of impacts when more detailed proposals for reform are published.

[Fiona Bruce]

Many of my constituents, particularly female constituents, have raised concerns about the proposals. Will the Minister explain how the funding has been planned?

[Steve Webb]

We are spending the budget that was already planned for state pension expenditure in what we consider to be a better way. There will be a simpler system, which will reward saving and be fairer to women in particular. Some of those with the highest earnings who would have received higher earnings-related pensions will ultimately receive smaller pensions than they would have otherwise, but we think that the system will be fairer and simpler.