Oral Answers to Questions
Guy Opperman Excerpts(5 months, 1 week ago)
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Fabian Hamilton (Leeds North East) (Lab)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
The Government continue to provide unprecedented investment into buses. Since the pandemic, we have announced more than £4.5 billion of support for bus services in England outside London, including £1 billion recently reallocated from HS2 to improve services in the north and the midlands through Network North. Bus passenger journeys in England increased by 19% to 3.4 billion in the year ending March 2023, and we are seeing patronage increase in some areas.
Kerry McCarthy
It has been three years since the Government published their national bus strategy, but we are still waiting for the promised guidance on what constitutes “socially and economically necessary” bus services for which local authorities can provide subsidies. While we wait, people in Stapleton, in my constituency, are having to walk a mile to get to a bus stop to catch a bus to the city centre, because First Bus says it is not commercially profitable to run a service through Stapleton and there is no money to subsidise it. Last July, a Minister told me that guidance would be issued in this Parliament, which is clearly close to coming to an end. When will we see that guidance?
Guy Opperman
We particularly want to try to assist the hon. Lady and her local authority with the finances. The West of England combined authority receives £1.1 million every year through the bus service operators grant to subsidise socially necessary bus services. It has also been allocated in excess of £1.2 billion in city region sustainable transport settlements 1 and 2 to deliver transport infrastructure, which includes the bus infrastructure the hon. Lady requires.
Richard Foord
As a regular bus user myself, I recognise it when people in rural Devon tell me that some buses fail to appear, meaning they miss connections with trains as a result. The services are well used by college students. Unreliable bus services not only affect the productivity of the college students, but of their parents who are then called upon to help the students make the journey to college, curtailing their working day. What can the Government do to encourage better co-ordination between rail and buses to get students to college on time?
Guy Opperman
That depends on funding, as the hon. Gentleman will be aware because I raised it with him in his Adjournment debate on 19 December. Devon County Council has been awarded £17.4 million to deliver its bus service improvement plan, but there should be better integration between the providers, the local authority and the rail companies.
Fabian Hamilton
Our bus services in Leeds have been unreliable for years, and yet the Leeds City Council Conservative group wanted more of the same and hoped the problem would just go away. Will the Minister join me in congratulating Labour’s West Yorkshire Mayor, Tracy Brabin, on taking the significant decision to bring our buses back into public control, so they can once again be run for people and not for profit?
Guy Opperman
I had the dubious honour of being praised as the hon. Gentleman’s favourite MP earlier this week—damned by faint praise. I would gently push back that the West Yorkshire Mayor is able to do that only because this Government have provided unprecedented funding of in excess of £2.1 billion in the devolved settlement under the city region sustainable transport settlement.
Anna Firth (Southend West) (Con)
Southend welcomes the £1 million of bus service improvement plan funding that has already enabled Conservative cabinet member Kevin Buck to reinstate the much-loved 25A route, but we need more. Will the Minister commit to come to my high-level bus summit on Monday, to listen to residents and see what more we can do?
Guy Opperman
In the time-honoured tradition, I can only say yes to my hon. Friend. She is a doughty champion for Southend. I would be delighted to attend her bus summit, to speak to the relevant councillors and to explain how the bus service improvement plan and the bus service operators’ grant funding is transforming local bus provision.
Siobhan Baillie (Stroud) (Con)
Never mess with busy mums and dads, not least because I am one and I know that the Minister is as well. Parents in Arlingham, Frampton, Elmore and Longney are really struggling with rural school bus transport. This is not all about money; it is about reliability, safety and fairness. Indeed, they feel that their children are discriminated against versus what children in towns and cities receive. Gloucestershire County Council is doing a lot. It is stretching itself, but we are really struggling to find solutions. Will the Minister meet me and Councillor Stephen Davies to see whether we can find solutions for our parents in the communities?
Guy Opperman
I would be delighted to do so. I welcome the fact that my hon. Friend is standing up for her local community in this way. Clearly, it is a question of integrating the particular services, whether they are local or school provision, but it is definitely something that we can sort.
Paul Howell (Sedgefield) (Con)
It was good to meet my hon. Friend the Minister and the residents of Fishburn in the Sedgefield constituency recently; and he then followed up with Arriva. Will he endorse my campaign to reconnect Fishburn, Trimdon and Sedgefield back with Newton Aycliffe and Darlington, which were cut off by the removal of the X21? Does he also agree that rural services to places such as these are the critical platform to enable opportunity to be spread and a key reason for the BSIP funding?
Guy Opperman
It was a pleasure to attend the meeting at Fishburn Community Hall, meet the local residents and councillors, be offered a pancake on Shrove Tuesday and discuss bus services and bus funding. I have to say that there is no doubt whatever that the improvement of the X21, in particular taking residents and workers into Newton Aycliffe and Darlington, seems to be utterly sensible, and I will continue to support my hon. Friend’s campaign and meet again with Arriva to ensure that it happens for the people of Fishburn and Trimdon.
Guy Opperman
Unlike the hon. Gentleman, I was at the launch of the said report and have read it. He will be aware that, for example, one reason for the complications is that the number of people working from home has increased by 40%. We have a plan to tackle that with the record investment that is being made to Mayors. He talks about franchising, but it is also the case, without a shadow of a doubt, that he does not have a plan to finance it, particularly for rural local authorities. What is the case is that, when Labour organisations are challenged on this, they struggle to find out how they will deal with the funding. The truth is that there is no plan and they are not putting forward any funding. Individual people who attended that event were genuinely in shock at the shadow Secretary of State’s suggestion that Labour was going to do this, but was unsure about how it would fund it.
Charlotte Nichols (Warrington North) (Lab)
Chi Onwurah (Newcastle upon Tyne Central) (Lab)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
This Government are investing more than any other in active travel. Around £15 million has been provided to Newcastle upon Tyne since 2020-21 to deliver high-quality infrastructure. That is supported by over £2 million of funding to Transport North East to improve capability across the region. Active Travel England supports local authorities in delivering maximum value for money by ensuring that schemes comply with the relevant guidance, and councils receive tailored support from the Government.
Chi Onwurah
Walking and cycling prevent 1,500 serious long-term health conditions on Tyneside every year, according to the walking and cycling index, and they bring in £400 million in economic benefits, so it is no wonder that half of Tynesiders want to walk or wheel more, and that two fifths want to cycle more, but if they are to do that, the streets need to be made safer. What is the Minister doing, apart from undermining low traffic neighbourhoods, to make our streets safer for walking, wheeling and cycling?
Guy Opperman
With great respect to the hon. Lady, she knows full well that her council attempted to have an active travel scheme in Jesmond, and it so messed it up that it had to scrap the scheme. The LTN was scrapped, and there were 23,000 objections and a considerable waste of money. With due respect, active travel is doing a great job, and we support it, but councils have to take local communities with them.
Elliot Colburn (Carshalton and Wallington) (Con)
Patricia Gibson (North Ayrshire and Arran) (SNP)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
That is a matter for the Department for Levelling Up, Housing and Communities. I will take it up with the Department and make sure that it writes to the hon. Lady.
Andrew Jones (Harrogate and Knaresborough) (Con)
Stephen Metcalfe (South Basildon and East Thurrock) (Con)
Guy Opperman
My hon. Friend is right in his estimation of the dates. A decision will be made in a matter of months, and certainly by the summer. I am very happy to sit down and have a discussion. I will be visiting the site very shortly.
Mr Toby Perkins (Chesterfield) (Lab)
People across Chesterfield were delighted when the long-standing campaign for the Staveley regeneration route was given the thumbs up by the Government, but were then sent into despair when Derbyshire County Council said it did not have the funds to provide its small contribution towards it. Will the Secretary of State update us on whether it will be delivered? What concerns does he have about the fact that the poverty of local government sometimes gets in the way of money that his Department has allocated?
Guy Opperman
I have looked into this particular scheme and met other colleagues in the House about it. I will write to the hon. Gentleman in detail. I am sure we can continue with the project.
Mrs Sheryll Murray (South East Cornwall) (Con)
My constituents and businesses face an additional tax to cross the River Tamar to our main city and beyond. Taking over such key pieces of infrastructure and funding them through tax measures which they already pay would create a level economic playing field and help level up my part of the country. Will the Minister at least give a contribution towards the maintenance of these facilities, so this tax does not go up again?
Guy Opperman
My hon. Friend raised this issue with the Prime Minister only yesterday; she is a fantastic campaigner on issues relating to the Tamar bridge. I accept entirely that the Tamar Bridge and Torpoint Ferry joint committee has recently looked at the situation. An application is being considered by the Transport Secretary, and I am happy to meet her again to discuss it further.
Mr Barry Sheerman (Huddersfield) (Lab/Co-op)
Is the Secretary of State aware that the UK used to be one of the safest countries in the world, along with Sweden, in terms of road accidents? He has campaigned with the Prime Minister to help the driver, but drivers are killing more vulnerable road users and passengers than for a very long time. Is it not time that this Government took road safety and the health and welfare of pedestrians and vulnerable road users more seriously?
Danny Kruger (Devizes) (Con)
The A338/A346, which runs north-south through Marlborough, is regularly choked nose to tail with heavy goods traffic. The villages of the Ogbournes and the Collingbournes are particularly affected, including Collingbourne Ducis, where a little girl was killed three years ago by a heavy goods vehicle. That traffic should really be on the A34 and the A36 to the east and the west. We have been waiting many months now for the results of the north-south connectivity review. Will the Minister tell us when that will happen, so that we can have a better system for managing heavy goods traffic through Wiltshire?
Guy Opperman
As my hon. Friend knows, I grew up in Wexcombe and I know that particular area of Collingbourne very well. I pass on my condolences to the individual family. He knows that there are powers under the Road Traffic Regulation Act 1984. I will write to him in detail with the powers that local authorities have to address that particular point. On the specifics of the review, that will be contained in road investment strategy 3, which will be published very shortly.
Justin Madders (Ellesmere Port and Neston) (Lab)
I listened to the Minister’s response earlier, on why Avanti should continue to provide rail services. It sounded like he was reading from one of its press releases. The litany of excuses was very long, blaming everyone but itself. When will he listen to the leaders of the north? When will he listen to the people of the north and get rid of Avanti?
Sir Christopher Chope (Christchurch) (Con)
My Highways Act 1980 (Amendment) Bill, which is due to have its Second Reading tomorrow, would make it easier for motorists to make claims against local authorities for damage caused to their cars by neglect of road maintenance and by potholes. Why are the Government not supporting my Bill?
Guy Opperman
I shall be the duty Minister tomorrow, and I look forward to dealing with this matter.
Lilian Greenwood (Nottingham South) (Lab)
The Government have been promising action on pavement parking for a decade, but despite a consultation in 2020, we are still no further forward. Will the Minister finally listen to disabled people, parents, children and local councils who overwhelmingly support a ban, and act to curb this dangerous problem?
Guy Opperman
That particular issue is on my desk, and we are considering it at present. I can assure the hon. Lady that the results of the consultation will be published in the summer.
Andrew Rosindell (Romford) (Con)
For nearly half a century the people of Romford, and those of wider Essex and east London, have been waiting for the Gallows Corner A12/A127 junction to be reconstructed. Is it not time we had some investment for the people of Romford? It seems to go everywhere else; let us have some in the London borough of Havering, please.
Guy Opperman
As my hon. Friend knows, the Government are passionately committed to improving the A12. Only recently it was the subject of litigation brought by one individual. I will happily sit down with my hon. Friend, who for many a year has been a doughty campaigner for Romford. I entirely agree with him that this needs to be addressed.
Nick Fletcher (Don Valley) (Con)
Sadly, Marks & Spencer announced yesterday that it would be closing its store in Doncaster, but would be expanding its operation to a retail outlet where there is free parking. Will the Secretary of State come to Doncaster to see how poor planning in connection with pedestrianisation, cycle lanes and expensive parking is driving customers out of Doncaster and turning my city into a ghost town? Hopefully, with his help we can reverse this trend.
Guy Opperman
I was delighted to visit my hon. Friend recently, engage with him and deal with the individual points that he raised, but I would be happy to sit down and talk to him again. It seems to me that there is a way forward with buses and other forms of transport to help local residents to travel to the shopping centre that he has mentioned: surely the integrated, multimodal approach is the way ahead.
Paul Howell (Sedgefield) (Con)
Following many conversations and much engagement, the Secretary of State and the Ministers are well aware that companies in the railway rolling stock supply chain, such as Hitachi Newton Aycliffe, face significant short-term challenges. Next year we will celebrate the 200th anniversary of the first passenger railway in the world, which runs past a Hitachi factory. Can the Secretary of State update me on what he is doing to ensure that companies such as Hitachi have a long-term future in the UK to build the next generation of north-east trains?
Pavement Parking
Guy Opperman Excerpts(5 months, 3 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
I congratulate the hon. Member for Blaydon (Liz Twist), who is my constituency neighbour, on securing this Adjournment debate on what is genuinely a very important issue—I do not diminish it in any way whatsoever. I acknowledge that the hon. Member for Manchester, Gorton (Afzal Khan) has also previously raised this matter in the House. I have had my brief for about 100 days, and have taken the trouble to read transcripts of the previous debates.
I am also acutely conscious that a vast amount of evidence has been provided by a large number of organisations. Like the hon. Lady, I have met Guide Dogs UK, and I know that this is a very serious issue that affects individuals up and down the country in a genuine and serious way, including people who are disabled, those who have children, those with prams and buggies, those who are walking their dog and those who are engaging in active travel, for which I am also the Minister. We have increased the budget for encouraging active travel by 10, and we are trying to persuade people to get behind it, so I do not want to diminish the importance of this issue in any way. I acknowledge that it is very serious.
As the hon. Member for Blaydon knows and has previously outlined, there has been a total ban on pavement parking in London since 1974. However, to be fair, successive Governments of different political persuasions have decided since 1974 that there should not be a nationwide ban. That is partly because London is clearly a different environment from other parts of the country, particularly in terms of rurality. However, she will also be aware—I am repeating things that both she and the hon. Member for Manchester, Gorton know—that there are traffic regulation orders, as well as prescribed traffic signs and bay markings.
To give some context, the Transport Select Committee’s report in September 2019 was highly detailed and took huge amounts of evidence, and to a certain extent triggered the Government to respond. That Committee sought reform of the TRO process, a change in the legislation governing the enforceable offences of obstructive pavement parking—as I will deal with later, that legislation is not simple by any stretch of the imagination—and consideration of a nationwide ban in some shape or form.
As a result, and following consideration and, rightly, extensive debate in the House on an ongoing basis, there was the consultation. As the hon. Member for Blaydon says, 15,000 people responding to a Government consultation is probably more than any other that I am aware of—certainly in the transport space. When I was the Employment Minister, I was not aware of such detailed consultations. Clearly, there are some that do generate more than that, but this was not just on the three main points, because bear in mind that there were 15,000 responses on 15 different issues. That produced, as she rightly outlined, thousands of pieces of individual feedback, all of which need to be read and analysed. An awful lot of different Departments need to consider different matters, and local authorities are utterly key to that, as is the Department for Transport and the like.
I want to make the point that we understand the issues, and if we did not understand them before the consultation, we most definitely do now. There are obviously inherent dangers for all pedestrians, and the hon. Lady rightly identified the particular situations for her constituents, for whom I have genuine sympathy. However, it must be recognised that many towns and cities—as was clearly set out in the Transport Committee report and the consultation the Government undertook—are not designed to accommodate today’s traffic levels, and in some locations the pavement is the only place to park without obstructing the carriageway, not least because there needs to be a free flow of traffic for the emergency services, which is a factor that the Government have to consider.
Liz Twist
I understand that issue, and I understand that one of the proposals is to have a blanket ban, but allow opt-outs in particular circumstances. That is clearly necessary, and I do not think anyone is arguing that there are not circumstances in which that would be the case. However, this is sounding as though we are not getting to a conclusion and that we are not going to have a decision on this issue, because it is too difficult. Is that right?
Guy Opperman
No, I think that is a slightly unfair, with great respect. I endorse entirely the comments of my noble Friend Lord Davies of Gower, who responded to that specific point in the House of Lords very recently. He specifically said that the Government were coming to a conclusion very soon. I have unquestionably become aware of that since having taken up this post, and it will unquestionably be decided in the very near future. I do not want the hon. Lady to walk away from this debate thinking that this is not under consideration.
As the hon. Lady knows, existing legislation allows local authorities to introduce traffic regulation orders to manage traffic. Examples are one-way streets or banned turns, and the TROs also allow local authorities the freedom to decide if and how they wish to restrict pavement parking in their local area. However, we acknowledge—and the consultation clearly shows—that the process of making a TRO can be time-consuming and burdensome for local authorities, and it is clear that that requires reform. What reform looks like is not simple, but we unquestionably feel there is a capability to do that. There is also scope to reduce the cost of this process, because there is undoubtedly a lot bureaucracy and time that goes with it. If one could introduce a digitised, non-paper-based system, that would speed up applications and clearly make communication better. There is a clause to make that change in the Automated Vehicles Bill, which is going through the House and had its Second Reading earlier this week, and that will make it quicker and cheaper for local authorities to implement TROs.
The second recommendation was about unnecessary obstruction of the road. There are already some criminal offences in this space, and we are looking at how we amend the regulations to make unnecessary obstruction of the pavement enforceable by local authorities, while leaving obstruction of the carriageway, rightly, as a criminal matter. This would label civil enforcement officers to address instances of unnecessarily obstructive pavement parking, as and when they find it. The enforcement of these offences would be more targeted than for a general prohibition of pavement parking.
Afzal Khan
The Minister has accepted that we have laws in London but not in the rest of the country. Would it not be consistent to have the same law across the board? After all, London is not the only important city. Cities such as Manchester or Birmingham are also important.
Guy Opperman
This option has challenges. Parking offences currently subject to local authority civil enforcement are violations of clearly defined restrictions indicated by traffic signs and road markings. By contrast, unnecessary obstruction that could not be indicated by traffic signs or bay marking as an obstruction is a general offence, which may occur anywhere. That is difficult to define and will require case-by-case assessment. The Department will likely need to issue very specific guidance to steer local authorities on what might be deemed unnecessary obstruction in order to prevent inappropriate and inconsistent enforcement.
The third option is a national prohibition. That is being considered, but there was considerable pushback against it in certain circumstances. As the hon. Member for Blaydon outlined, one would have to assess how it would possible in circumstances where there are significant and large local authorities, particularly rural ones, which would struggle to make the specific decisions on exemptions. However, we are looking at that particular situation to make a decision on where pavement parking would be necessary. A local authority would have to limit the necessary exemptions, and install traffic signs and bay marking to indicate all the places where pavement parking was to be permitted. That would be extremely difficult, particularly in rural areas. However, it is not by any stretch impossible.
Consideration also needs to be given to whether a ban would be disproportionate. I mentioned the rurality issue, but I want to finish on one key point. One can talk about the relative merits or otherwise of local government, and whether the London approach is the panacea that we all seek to say it is, but this is ultimately about the personal responsibility of the vehicle owner. I really want to ram home the point that, as is set out in the gospel, “do unto others as you would have done to yourself.”
Guy Opperman
I will not take a further intervention. It is unquestionably the case that we need to send a strong message to the drivers of this country that it is incumbent upon them to park responsibly, to look after their neighbour, and to be conscious of the wider impacts of their decision to own a car, so that in their street and community, they are accommodating the people who are struggling.
Question put and agreed to.
A379 Slapton Line
Guy Opperman Excerpts(5 months, 3 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
It is a pleasure to serve under your chairmanship. Mr Paisley, and it is an honour and privilege to respond to my hon. Friend the Member for Totnes (Anthony Mangnall), to discuss part of the heritage of south Devon and of this great country. He rightly set out the long and illustrious career of that community and surrounding area, which is particularly noted for its role in the preparation for D-day, 6 June 1944. As is set out on the memorial, without the actions of that community and countryside, we would have been impeded in our ability to invade France and take forward the changes we managed to achieve in 1945.
I thank my hon. Friend for bringing this matter forward, and I hope I can address some of the important points he raised. It is clear to everybody who has read up on this issue that he has fought assiduously—in the footsteps of our good friend Sarah Wollaston—to drive forward progress in difficult circumstances, and I give him due credit for that.
The debate not only matters to constituents in Slapton or Torcross but has a wider impact on Stokenham, Frittiscombe, Strete, visitors to Slapton Ley, and all the communities up and down the coast that use this road. I accept and understand that the issue has a wider importance than simply the stretch of road we are talking about, given the geography and the ongoing difficulties involved. I express my sympathy for those affected, given the ongoing concern and worry that this issue causes. As any Member of Parliament knows, such an ongoing worry—whether about flood risk, complications for development or the potential loss of a road—is a serious and legitimate thing. People get very exercised about such things, and we should in no way underestimate that—I certainly do not.
I have been lucky enough to read the Slapton Line Partnership November 2023 strategy, which goes to 25 pages and is a credit to everybody who brought it forward. I have also tried to look at the considerations, and there is a relevant factor with which I want to try to assist my hon. Friend and the local community. That document was created on 3 November 2023 after many months of work. Subsequently, on 27 November 2023, Devon County Council received £6.63 million of further funding after the HS2 decision taken by the Prime Minister in early October 2023—the cancellation of the second leg allowed extra funding to go to local authorities up and down the country. That has consequences when one assesses the financial capability of the local authority, and I will come to that in a bit. Clearly, the Slapton Line Partnership wrote the strategy before it knew that further funding was coming to Devon County Council. Given that further funding, I respectfully suggest that the document should be refreshed.
My hon. Friend kindly asked me to visit, and I would be delighted to accept. It is legitimate for a Minister to sit down with the local authority and the interested parties—there has been support from arm’s length bodies, whether that is the EA or Natural England—and drive forward a compromise solution that gives security and peace of mind to the local communities my hon. Friend so ably represents. Surely, that is in everybody’s interests. We are not talking about what the policy will be in 100 years, but people do need to know what it will be in the next two, five and 10 years. That is totally legitimate and understandable.
Different Administrations have made serious interventions dating back to 2018, when the then Transport Secretary gave £2.5 million to support the local authority’s works after Storm Emma. There was an adaptation manager, and other work was done, ultimately producing the Slapton Line Partnership strategy. However, that strategy has to take into account local people, and I would be concerned if local communities felt in any way that the impact on them was not considered over and above the statutory and arm’s length bodies—that would be of concern to any Member of Parliament, let alone any Minister. This issue is a classic example of the difficulties of combatting climate change and coastal erosion, and of addressing people’s modern-day needs to get their children to school and to get out and about across the rural community, but I have no doubt that there is a middle ground where the situation can be to the satisfaction of all.
It is right that I set out the statutory position. Under section 41 of the Highways Act 1980, the local authority has a duty to maintain the highways network in its area. Importantly, the Act does not set out specific standards of maintenance, as it is for each highways authority to assess which parts of its network need repair and what standards should be applied, based on its local knowledge and the circumstances that apply.
Clearly, a key matter in all of that is funding. Devon County Council receives significant funding—in fact, more highway maintenance funding per capita than any local authority—to reflect the fact that it is responsible for more miles of local roads than any other authority, including my own in Northumberland. There is a variety of ways in which that funding is provided. There is the original highways maintenance block grant. Budget 2023—we are now on Budget day 2024—announced a further £9.39 million. And there is the £6.63 million, which was announced in the late autumn, or early winter, last year. That means that the total budget from the Department for Transport for highways maintenance was £68.88 million in 2023-24.
That matters, because it is a 30% increase on the sums from last year. That is a massive increase in any business or local authority funding, and it clearly makes a difference. By way of context, if I go back to 2009-10, total funding was £27 million; we are now up £68 million. That is a massive increase in budget, and it has come about under this Government. That allows funding to be spent on the local highways maintenance priorities that matter most to local people.
Clearly, the views of arm’s length bodies matter—they are very important—but it is also about what local people want, as personified by their local parish council, their county council and their individual Members of Parliament. That unquestionably includes potential roads that are under threat, such as the Slapton line. I genuinely hope that Devon County Council, my hon. Friend, the local community and the partnership will go away and reflect on the increase in funding. I hope they will have a proper sit-down—I am very happy to facilitate as a Minister, if I am able to find the time in the diary—and a genuine discussion about what the local community wants, how there can be ongoing preservation of the Slapton line and how we can have a long-term, practical policy that everyone can get behind and that provides peace of mind over the next two, five and 10 years, with an acceptance that things may be different over a much longer period. That is surely a practical and pragmatic approach that we can all get behind, and I hope it will provide assistance and comfort to my hon. Friend and his constituents.
Clearly, it is for Devon county councillors to spend the money as they see fit once it is given to them, because they are the elected representatives. In relation to the HS2 money, I want to be utterly clear that the £6.63 million is not ringfenced—it is not prescribed solely for potholes or whatever. It can be spent on any capital project or programme, but highways maintenance is particularly prayed in aid in support of that announcement.
To conclude, it is an honour and a privilege to respond to my hon. Friend and to address a part of the nation’s heritage, and I will be looking forward to visiting when diaries permit. I am certain that there is a way forward that will maintain and continue this line in the near future.
Ian Paisley (in the Chair)
Thank you, Minister. I am sure the hon. Member for Totnes appreciates the opportunity for a meeting and a collective visit to the area by the entire Committee.
Question put and agreed to.
Cycle Trails
Guy Opperman Excerpts(5 months, 4 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
It is a pleasure to serve under your chairmanship, Mr Twigg. I congratulate my hon. Friend the Member for Chatham and Aylesford (Tracey Crouch), a fellow ardent cyclist, on securing this important debate. Although I have a very good speech written by the Department, I will try to respond to the individual points that she made.
I will start with the origin of the debate, which is Harrison. My hon. Friend told the tale of a young man getting in contact with a Member of Parliament in the probably slightly sceptical hope that he could make a difference—both locally and by getting through to the MP. Clearly, that is why we have this debate. I hope that I will be able to give some good long-term news to both Harrison and the wider Medway community of which my hon. Friend is part. That is a great story—it really is—and I for one want to put on record my personal thanks as, frankly, this is what Parliament and representative democracy are all about. I sincerely hope that Harrison not only wins various future cycling competitions, but contemplates running for the local council and being a Member of Parliament. I look forward to welcoming him to the green Benches and, ultimately, to him becoming Prime Minister in about 25 years.
That is my first point. The second is that I must also make a declaration as an ardent but slightly fat cyclist, who has done everything from the Rye 100 to the Dunwich Dynamo as well as a variety of interesting cycle routes, including through most parts of Kent. I took the train down to Margate and cycled all the way back to London along the coast on the amazing trails that Kent has. As my hon. Friend rightly says, it is a fantastic opportunity to get out and about, get into the fresh air, try to fight the flab, get fitter and do all the things that we want to do. She is right to highlight the interesting differences in Bikeability stats in Medway and Kent, and we would like to work on them. I will come on to that in more detail. The figures for year 6 pupils of 13% in Kent and 47% in Medway are not too bad, but we would like to make that bigger. I encourage local authorities to get behind that supportive scheme, and we have to ask why they are not fully behind such things.
We should put on record our thanks to Luke, Stewart and the PCC for getting behind the individual cycle trails and then putting forward the money for the initiative locally, which sounds eminently sensible to me.
Derek Twigg (in the Chair)
Order. I remind the Minister that he is supposed to be addressing the subject.
Guy Opperman
That is a good point. I apologise unreservedly for not addressing the House and for speaking too much to one individual colleague. As I say, we put on record our thanks to the individuals involved.
I will now return to the cycling and walking investment strategies of 2017 and 2022 and the establishment of Active Travel England. Last week, my hon. Friend the Member for Copeland (Trudy Harrison) led a debate on active travel in the main Chamber, in which my hon. Friend the Member for Chatham and Aylesford spoke, and, as we said, we are on a journey in this country, without a shadow of a doubt. Countries such as Holland have a whole host of state-of-the-art cycling infrastructure that has transformed their cities, yet decades ago they looked exactly the same as the UK. Those countries had the same problems and difficulties of trying to build infrastructure, segregated lanes and so on.
First and foremost, we have committed more than £3 billion that will be invested across Government in active travel up to 2025. That includes money from the city region sustainable transport settlements and the levelling-up fund. I should declare that I have a £9 million project in my constituency of Hexham. There are also other opportunities through the local transport fund, which was the money announced for northern and midland regions through the termination of the second leg of High Speed 2. It was announced on Monday, and many billions will go to local authorities up and down the country to ensure they can drive forward infrastructure, which can include cycle trails and all manners of road improvements.
On delivery, Active Travel England has been providing capital funding to local authorities for active travel infrastructure through the active travel fund. Since then, £515 million has been provided to local authorities for the development and construction of almost 1,000 permanent schemes, of which 299 have been delivered. In May of last year, we announced £200 million of capital funding for walking and cycling schemes to improve road safety, ease congestion and ultimately improve the health and wellbeing of the millions of people we want to choose active travel.
To turn specifically to the constituency of my hon. Friend the Member for Chatham and Aylesford, that funding included £138,976 of dedicated capital funding from the fourth tranche of the active travel fund that is being used to fund two school streets in the area, among other projects. Since 2020, over four tranches of the active travel fund, more than £12 million of dedicated capital funding has been provided for active travel within Kent and Medway. Indeed, Kent and Medway have also received £1.3 million of revenue funding through the capability fund and I am pleased to say that both are in the process of developing authority-wide local cycling and walking infrastructure plans.
On the Aylesford river path, it is fair to say that my hon. Friend has been extremely assiduous—that is how I think they describe it in the House of Commons—in standing up for her local community as a Member of Parliament, as we all should do. I am aware that Kent County Council has been working with Active Travel England to undertake further design and assurance work to put the scheme forward under the active travel fund 4 extension programme. I can confirm that I have approved ATE’s recommendations for allocating funding through the programme. Although I cannot announce the funding for the scheme today, we expect to announce further capital and revenue funding allocations very shortly. I sincerely hope that I will be jumping on my bike and coming down to Aylesford to meet my hon. Friend, Harrison and anyone else so that we can formally announce the Aylesford river path and the work that my hon. Friend has so assiduously sought.
Greg Clark (Tunbridge Wells) (Con)
When the Minister makes that visit to Aylesford, will he also come to the west of the county of Kent and visit the Bedgebury forest, where there is a much-used network of cycle trails? It is used by my hon. Friend the Member for Chatham and Aylesford (Tracey Crouch) as well as by me. The Minister will enjoy that, but he will also see that it is quite isolated from public transport and towns such as Tunbridge Wells. It may give him pause for thought about how we can make cycle trails accessible for people who live in towns and may not have access to cars.
Guy Opperman
My right hon. Friend makes a very serious point. I have the great honour and privilege of being asked to visit a whole host of cycle trails, whether they are in Tunbridge Wells, Batley and Spen, or Strangford, all of which possess amazing countryside that I would be very happy to visit. However, getting to and from these locations, particularly for children and those on a low income—with all those complications—is not easy, bluntly. We must take that on board.
This and future Governments need to wrestle with a whole host of challenges, as do local authorities. Some of that is funding, but we also need to have a different sort of vision about the community we are looking after. There are examples of train companies that will not allow bicycles on trains, and of bus companies that are reluctant to have bicycles on their buses—I could go on. Frankly, that sort of stuff must stop.
When I took this brief on, I specifically made the strong point that although, yes, I would be looking after roads and buses, there was relatively little point for the active travel aspect not to be integrated with other parts of the portfolio. The beauty of that is that if we are having a conversation with local authorities or bus companies about trying to do things in a different way, we are also trying to integrate active travel and accessible travel so that the system is joined up. My right hon. Friend the Member for Tunbridge Wells (Greg Clark) and my hon. Friend the Member for Chatham and Aylesford know the great joy of being a Minister—it is amazing—but any Minister knows that joined-up Government is a holy grail that we all aspire to and cannot always achieve. Getting different Departments and parts of an individual portfolio to talk to and integrate with each other is utterly key.
Richard Foord
There are places where we have public transport links and good rail services, such as in my Tiverton and Honiton constituency. Does that suggest that perhaps the Department would be more welcoming of constructing cycle trails around places such as Tiverton Parkway, the new railway station at Cullompton, and Feniton, Axminster, Honiton and Whimple?
Guy Opperman
As the hon. Gentleman knows, this amazing Government brought forward the new railway station at Cullompton.
It is clear that I want to see more people on a bike, and more accessible and active travel. The best bit of that is Bikeability. I will just talk about that very briefly, because it really matters. The Government have given £21 million for Bikeability, which has delivered almost 500,000 places and reached 51% of year 6 children in 60% of primary schools. I genuinely believe, however, that we can do a lot more. Local authorities really need to step up to the plate, because this matters. Learning to cycle from a young age is a life skill. Aside from all the health benefits and independence that it provides, and aside from the fact that it is so much cheaper in the long term, cycling gives individuals great confidence in their capabilities and develops our children in a game-changing way.
Over the coming years, we will invest a further £50 million in Bikeability to deliver training for over 1 million more children. We believe that, by 2025, 80% of year 6 children will be taking part in on-road cycle training before leaving primary school. Turning to the point made by my right hon. Friend the Member for Tunbridge Wells, although teaching kids in school how to ride a bike is great, we also need local authorities to use their local cycling and walking infrastructure plans and development funding to ensure that it is easy for kids to cycle to school, as we discussed in the debate on active travel in the House last week. That is the holy grail. With no disrespect to individual parents, we want kids to walk or cycle to the local school. That is why so many of us support 20 mph zones outside schools, which make total sense and support ongoing cycling.
I echo the support of my hon. Friend the Member for Chatham and Aylesford for the national cycle network and the work of Sustrans. The network is clearly a national asset; it provides more than 12,000 miles of signed paths and routes for walking, wheeling, cycling and exploring the outdoors. The Department has supported the upkeep of this national asset to the tune of £75 million. I take my hon. Friend’s point about cycle trails, and note her example of cycle trails funded by the police and crime commissioner. Without a shadow of a doubt, we want to do more, and I am keen to look at that. I will engage with Danny Williams and the Active Travel England team in York to see what more we can do.
Kim Leadbeater
The Minister is making fantastic points about the amazing work of Sustrans, but will he commit to looking at its funding? It is a charity, and unfortunately the lack of funding means that we have lost the warden for the Spen valley greenway, which is in my constituency. The warden did a fantastic job of making people on the greenway feel safe and ensuring it was a clean and tidy space for people to work.
Guy Opperman
I am not going to get into the question of funding decisions for charities, but this Government have backed active travelling and cycling to a degree that no other Government ever have, and are continuing to do so. My respectful view is that this House should welcome the journey that we are on.
I look forward to visiting Aylesford in the near future. We are here only because Harrison stuck his hand up and had the courage to do something that we wish everybody would do: write to their MP, in a respectful, kind and constructive way. I put on record the due thanks of the House to him. I commend my hon. Friend the Member for Chatham and Aylesford for securing the debate, and look forward to driving forward greater cycling infrastructure in her part of the world.
Question put and agreed to.
Pedicabs (London) Bill [Lords]
Guy Opperman ExcerptsWednesday 28th February 2024
(5 months, 4 weeks ago)
Commons ChamberRead Full debate Pedicabs (London) Act 2024 View all Pedicabs (London) Act 2024 Debates Read Hansard Text Watch Debate Read Debate Ministerial Extracts Amendment Paper: HL Bill 35-I Marshalled list for Report - (26 Jan 2024)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
I beg to move, That the Bill be now read a Second time.
It is a pleasure and a privilege to move the motion on Second Reading for this Bill, which tackles an issue that has plagued London’s roads for far too long. Without a shadow of a doubt, the Bill has a long and chequered history in getting to this stage, and legislators have been calling for legislation on the issue for over 20 years. It is unquestionably the case that in 2011 the Law Commission commenced its 11th programme of law reform, which included a review of the legal framework relating to this space. That was published on 23 May 2014, and it recommended bringing pedicabs within the scope of taxi and private hire regulation.
Successive Mayors, including the present Mayor, have supported regulation in this space. The previous Mayor of London, Mr Boris Johnson, called in 2012 for Transport for London to have the power to remove pedicabs that do not meet rigorous safety and licensing standards. An independent task and finish group on taxi and private hire vehicle licensing was subsequently commissioned by the Government in September 2017.
Nickie Aiken (Cities of London and Westminster) (Con)
The Minister is making a very good point about the cross-party support from both a Labour Mayor and a Conservative Mayor. Does he agree that it is important to recognise that the pedicab industry has also called for proper regulation? The London Pedicab Operators Association wrote to me to say that it is
“in accord with the universal view that pedicabs must be fairly and appropriately regulated fast.”
Does the Minister agree that it is important to do it now?
Guy Opperman
Anyone who has seen this particular problem on the streets of London will accept that there is clear public demand for pedicabs and that there are organisations that want to have regulated, safe pedicabs on the streets of London. My hon. Friend is right to say that the industry wishes to be regulated so that the good actors can be supported, so that people can have trust in this industry, although it is small, and so that the rogue actors—I will come on to them in a bit more detail—are not only discouraged but prevented from operating in this way.
We have to be blunt about some of the particular examples, and this has a significant and real impact on the tourist industry in this country, on women’s health in particular—but also that of general members of the public—and on the potential commission of crime. Some of the worst examples include a tourist charged more than £450 for a seven-minute, 1.3 mile journey with their two children, another charged £500 for a 10-minute journey between Mayfair and Soho, and one hit with a £180 bill for a three-minute journey—fortunately on that occasion the driver was ordered to return the money by local police and Westminster City Council.
The truth is that the task and finish group has been seeking a space for a safe and responsible pedicab trade. The quote that is set out in the House of Commons guidance says that
“there has been much justified criticism in recent years of rogue pedicab operators taking advantage of tourists with excessive charges and absence of safety checks”,
and it goes on:
“It is not acceptable that Transport for London is unable to regulate pedicabs to ensure a safe service; the Government announced in 2016 that it would rectify this, and the legislation should be brought forward as soon as possible.”
That was said in 2018. Subsequently, in 2019, the Government made it crystal clear that they supported the Bill.
There have been various attempts to bring this matter forward and—let us be blunt—this is a thin Bill dealing with a niche issue, but it is something that genuinely does matter. Such issues are traditionally often handled by way of a private Member’s Bill, and various colleagues have tried to bring this matter forward by way of a private Member’s Bill, starting with my hon. Friend the Member for Sutton and Cheam (Paul Scully).
Paul Scully
I am grateful to the Minister for giving way, and he is, as ever, making an excellent speech. Does he agree that the Mayor, the councils, residents, businesses, Parliament—largely—and the pedicab industry itself agree with simply changing a 19th-century legislative anomaly in order for the only form of public transport in London that is not regulated to come under that banner? Does he agree that this could and should have been done years ago, and that it should be done easily now?
Guy Opperman
My hon. Friend will know that pedicabs are effectively stage carriages under the Metropolitan Public Carriage Act 1869—with which we are all deeply familiar, I am quite sure. That means they are the only unregulated form of public transport operating on London’s roads. He is right to highlight that this has cross-party support across London, as well as support from a variety of Mayors and local authorities. It has the support of the business industry and those who want to be part of a regulated pedicab industry. Tourists visiting London who step into a pedicab should not, I believe, face the risk of an inappropriate fare, an unlicensed driver who has had no background checks, and a vehicle with potentially no safety standards—sadly, that is fairly regularly the case.
Sir Christopher Chope (Christchurch) (Con)
Would we not have had a regulatory regime had the Licensed Taxi Drivers’ Association not been campaigning openly and publicly for banning pedicabs altogether, rather than regulating them?
Guy Opperman
I say with real, genuine respect for my hon. Friend—I was his Whip for a while—who clearly has strong views on these matters, that although the London taxi drivers may have a view, having unregulated providers on the streets of London who are clearly, in some sad cases, abusing tourists and having a very bad reputation—ripping people off to the tune of £500 for a couple of minutes’ journey—does not give a good image of London. There have been attempts under successive Governments to tackle this issue by way of private Members’ Bills, which is often how small legislation is often dealt with in this place. The taxi drivers do not have anything fundamentally to fear from a regulated pedicab industry, because regulated pedicabs exist in other cities, and it is not the case that anybody is trying to take away unfair competition. The taxi drivers have been regulated in a perfectly appropriate way by successive Governments on a cross-party basis, and we want them to thrive and exist and provide the services they do to Londoners and tourists alike.
Sir Christopher Chope
Is the Minister aware that at a meeting with licensed taxi drivers at City Hall on 17 January 2004 Bob Oddy referred to a video produced by the LTDA, “Ban Don’t License”, and the LTDA was campaigning not for registration of pedicabs but for a complete ban? Will the Government commit to ensuring pedicabs are not regulated out of existence?
Guy Opperman
There is quite a lot to unpick from that question on events of 20 years ago, but I will do my best.
First, the Government do not want to regulate any particular part of the sector out of existence, and, in fact, pedicabs exist elsewhere. Secondly, I am absolutely confident that we can have a situation in which people are charged an appropriate fee for what is a physical activity—charging for cycling someone around the flattish streets of London is fairly simple stuff—and pedicab operators get a proper return for their endeavours while making sure the cost is not £500 for five minutes. It is perfectly possible for us to create a proper market where there are safety checks in the usual way without pedicabs no longer being in existence.
The point is answered by my hon. Friend the Member for Cities of London and Westminster (Nickie Aiken): as she rightly points out, a number of pedicab operators want to get rid of the bad actors so they can thrive. There is nothing fundamentally wrong with that—there really is not. There is space in the great city of London for the black cab industry, the private motor vehicle industry in the form of private hire, and pedicabs; all three can and should co-exist, along with all the buses, the tube and the like.
Florence Eshalomi (Vauxhall) (Lab/Co-op)
I agree with the Minister about the mixture of transport modes we enjoy in London—and people should also be able to enjoy that across the rest of the nation. Bringing us forward to the last few years as opposed to 2004, when I chaired a transport committee on the London Assembly in 2017 we looked at accessibility and ensuring access to different transport modes in the capital. Does the Minister agree that by bringing forward this legislation and helping Transport for London to set the regulation, we will have licensed pedicabs with clear operators, allowing for a licence duration, fees, suspension and clear charging, which will help pedicabs add to the mix of transport modes in London?
Guy Opperman
It is hard to disagree with those points, but I accept that my hon. Friend the Member for Christchurch (Sir Christopher Chope) has concerns and I want to try to try to address some of his points. This is not something that just one side of the House is seeking; all parts of the House are seeking it, as have successive Mayors, including Mr Boris Johnson, late of this parish, who enthusiastically supported it.
I accept entirely that some may have concerns about Transport for London not being part of the Government as such, but successive Mayors of different political persuasions have been happy for TfL to run this appropriate regulation. The hon. Lady touches on a variety of points, but clearly there are other issues, such as noise, the persistent and ongoing blocking of footpaths—which unquestionably has significant issues for accessibility—and the general causing of nuisance. Without a shadow of a doubt, there are plentiful examples to show why this measure has been called for on a repeat basis and why the Government should act in this space.
Sir Edward Leigh (Gainsborough) (Con)
I am not against this Bill, but I would like some general reassurance from the Minister. I am not the sort of Conservative who believes in more regulation, particularly when it comes to young entrepreneurs providing a fairly simple service for tourists. Can he assure me that, when this regulation comes into force, it will be light touch and not onerous, so that we do not kill this young and perfectly acceptable industry? I am perfectly happy to be reassured; I just want the Minister to do that for me.
Guy Opperman
The answer is yes and yes. The key point is that, as this is a totally unregulated market, it is hard to be precise as to how many people are providing this service on a daily or weekly basis. In London, it is in the several hundreds, rather than the thousands. Those who wish to take this industry seriously and do things properly unquestionably feel that they can run a young entrepreneurial business with a proper reputation and the right amount of enthusiasm and aspiration in a truly Conservative way, and also provide a safe service in which tourists can have confidence. I genuinely believe that that is the case. If it matters that there is a strong recommendation that the measures will be appropriate, but light touch, I am happy to provide that from this Dispatch Box.
I have gone on for longer than I intended, but I genuinely believe that the Bill will ensure that the pedicab industry is respectable, safe and regulated in an appropriate fashion, and that it brings the same accountability to this industry that we rightly expect in a great capital city that is, rightly, a tourist hotspot, and we wish to continue to support that. The Bill is supported by Londoners, councillors and Members of Parliament, and there is no question but that I am happy to commend it to the House.
Sir Christopher Chope
I will not be drawn into the Lambeth-Wandsworth comparison. When I was the leader of Wandsworth council, we helped secure the lowest council taxes in London, while Lambeth had among the highest. The hon. Lady would be well advised to keep away from the efficiency or otherwise of Lambeth Council.
Let me revert to the subject matter this afternoon. Roger Geffen’s briefing has drawn attention to the definition of pedicab in clause 1(2), which is:
‘“pedicab” means a pedal cycle, or a pedal cycle in combination with a trailer, that is constructed or adapted for carrying one or more passengers and is made available with a driver for hire or reward’.
The point made by Cycling UK is that a pedal cycle may be used for the delivery of goods, so why should it be controlled under the provisions in the Bill? It may be used by somebody not plying for hire, but taking a passenger in a pedicab as a result of a hire agreement entered into not from a public highway but as a private agreement. For example, hotels and hospitality centres in London may wish to use the services of pedicabs as a privilege for their customers, so they can visit the west end and not have to struggle on public transport, while, at the same time, enjoying the fun of travelling by pedicab. Why should pedicabs in that situation be outlawed under the definition in the Bill? That is a concern. Coupled with that is the concern expressed that the plying for hire of pedicabs is too broadly drafted, because it excludes private hire but would not exclude private hire, on a definition in the Bill, relating to pedicabs exclusively. That is the detail relating to clause 5.
I hope my hon. Friend the Minister has looked at the briefing from Cycling UK, because it is very balanced and well argued. It reinforces the point made at the beginning of the debate:
“Cycling UK and the London Pedicab Operators’ Association (LPOA) has been calling for such a framework for over 20 years. Had it been put in place, the ‘wild west’ situation which now exists in London could have been averted. However, it needs to be clear that the regulatory framework’s objectives are to support a safe and responsible pedicab sector, and not potentially to kill it off... The Bill as drafted contains no safeguards to assure us on this point.”
If my hon. Friend the Member for Cities of London and Westminster can provide the safeguards that will be contained in the Bill but are not in it at the moment, I am happy to give way. [Interruption.] I thought she wanted to intervene, but obviously she does not want to draw attention to the safeguards that Cycling UK, which she prayed in aid as a supporter earlier on, says are missing from the Bill. My hon. Friend seems to be asserting that they are in the current Bill. If that is the situation, I would like to see where they are. I would not have thought that that was an unreasonable request.
Guy Opperman
I hesitate to intervene, but the position that used to exist was that the Government were going to do the secondary regulation. It was decided in the other place that it would be quicker and better to do it through Transport for London. To criticise TfL, when this was produced only in the last few weeks in the other place, is a little harsh given that that was not intended when the Bill was originally published. It is clearly the case, though, that we continue to support the industry. We can argue the toss on the briefing my hon. Friend refers to, but I can assure him that it is not our intention to, as he put it, regulate this particular industry out of existence.
Sir Christopher Chope
I accept what my hon. Friend says, but if that is not the intention but it happens in practice that it is regulated out of existence, what will the Government do about it? Perhaps he will intervene and answer that question. At the moment, there is nothing in the Bill to enable the situation to be rectified. If TfL behaves in the irresponsible way it has in relation to the ultra low emission zone, and appeases the Licensed Taxi Drivers Association and effectively outlaws pedicabs in London, what is going to be done about it? I hear no response, but that is why proper safeguards must be written into the Bill. As for the Minister’s point that Transport for London has only just found out about its responsibilities, TfL proposed its own legislation in 2005, and I imagine that it had in mind exactly what it wanted to do.
When my hon. Friends the Members for Sutton and Cheam (Paul Scully) and for Cities of London and Westminster produced their private Members’ Bills on this subject, it was already clear that the regulations would be introduced by TfL. When we asked TfL what would be in them, we were told, “We have not the time or the inclination to start drafting the regulations now.” Even as we speak, we do not know what the timescale is for the production of the regulations and the introduction of this regime.
I am not sure whether the Minister said that he had read Roger Geffen’s four-page briefing, but if he has not, I will happily share it with him after the debate. In the briefing, concern is expressed—and I certainly share that concern—about the Bill’s requirement for TfL to consult “whoever it considers appropriate”. What is the point of that? Why not say something specific, such as “Transport for London must consult organisations representing pedicab operators, cyclists and pedestrians—and others, but including those”? At present, the Bill places no obligation on TfL to consult pedicab operators, cyclists, people involved in the hospitality industries, and so on.
Guy Opperman
With the leave of the House, having opened this debate, I shall now bring it to a close. We have had a short, occasionally feisty, and certainly interesting journey down memory lane. I would like to mention all those colleagues who have endeavoured to bring this legislation before this House and to pass it on previous occasions. I congratulate all colleagues who have attempted to bring in this legislation through private Members’ Bills.
Clearly, we have learned an awful lot about certain individual Members. I enjoyed hearing from the right hon. Member for North West Hampshire (Kit Malthouse) who probably has a T-shirt—obviously created in Soho—that says, “I was louche in my youth”. The long and the short of it is that he makes good and fair points. I genuinely believe that, even though we are all economically liberal and want to see a thriving, bustling, entrepreneurial London, there has to be some degree of order and a fair playing field across all forms of transport. There is a legitimate issue to address in terms of crime and the way in which this city is perceived if we do not take action. It is right that, on a cross-party basis, we are taking action.
I thank all colleagues for their contributions, although I will not go through them in detail. A fair point was made about noise. I say that having spent the best part of a month of my life in St Thomas’ Hospital, where I experienced the impact of the noise outside, and having met many representatives of hotels, businesses, restaurants and theatres, who are genuinely concerned at the unregulated noise being provided by some of these operators. The fair point was also made that people need a living, breathing residential city of London and that that is simply not possible if we have unregulated noise. People are literally moving out because of this problem and that is not acceptable. My hon. Friend the Member for Christchurch (Sir Christopher Chope) rightly made legitimate and genuine points, starting with the fundamental principle of asking, “What is the end objective here?” That is a totally legitimate thing to do and we should not in any way decry his robust attempt to get to the heart and soul of these points—I welcome his doing so. I very much take on board the efforts he wishes me to make to allay his concerns prior to Committee stage.
I wish to put a couple of other points on the record. As my right hon. Friend the Member for North West Hampshire made clear in his brief remarks, TfL produced an outline, in January 2022, of a potential licensing framework, which is in excess of 10 pages. Clearly, it would have to be refreshed, because this legislation is coming forward and, for example, noise regulations were added in the other place barely weeks ago. We must also take into account that clause 7 sets out the requirement for guidance, which is a matter for the Secretary of State. The Secretary of State gave updated best practice guidance for licensing authorities outside London in November last year. It specifically states that where there is a “local interest” in providing pedicab services, licensing authorities should make “adjustments” to licensing requirements to “accommodate” such services. The whole point and purpose of that is to make it easier to bring those things in. Clearly, clause 7 provides a capability for the Secretary of State to bring in such guidance. I endorse the point that has been made about e-bikes and e-scooters: enforcement is the key issue on an ongoing basis.
I make the final point that we will debate the Bill in Committee, and I propose to write to all Members who have contributed today to set out some of those points in a bit more detail. I genuinely commend the Bill to the House.
Question put and agreed to.
Bill accordingly read a Second time.
Pedicabs (London) Bill [Lords] (Programme)
Motion made, and Question put forthwith (Standing Order No. 83A(7)),
That the following provisions shall apply to the Pedicabs (London) Bill [Lords]:
Committal
(1) The Bill shall be committed to a Committee of the whole House.
Proceedings in Committee, on Consideration and on Third Reading
(2) Proceedings in Committee of the whole House shall (so far as not previously concluded) be brought to a conclusion three hours after their commencement.
(3) Any proceedings on Consideration and proceedings on Third Reading shall (so far as not previously concluded) be brought to a conclusion four hours after the commencement of proceedings in Committee of the whole House.
(4) Standing Order No. 83B (Programming committees) shall not apply to proceedings in Committee of the whole House, to any proceedings on Consideration or to proceedings on Third Reading.
Other proceedings
(5) Any other proceedings on the Bill may be programmed.—(Joy Morrissey.)
Question agreed to.
Pedicabs (London) Bill [Lords] (Money)
King’s recommendation signified.
Motion made, and Question put forthwith (Standing Order No. 52(1)(a)),
That, for the purposes of any Act resulting from the Pedicabs (London) Bill [Lords], it is expedient to authorise the payment out of money provided by Parliament of any increase attributable to the Act in the sums payable under any other Act out of money so provided.—(Joy Morrissey.)
Question agreed to.
Pedicabs (London) Bill [Lords] (Ways and Means)
Motion made, and Question put forthwith (Standing Order No. 52(1)(a)),
That, for the purposes of any Act resulting from the Pedicabs (London) Bill [Lords], it is expedient to authorise the charging of fees under the Act.—(Joy Morrissey.)
Question agreed to.
Road Safety: North Yorkshire
Guy Opperman Excerpts(6 months ago)
Commons ChamberRead Full debate Read Hansard Text Watch Debate Read Debate Ministerial Extracts
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
I congratulate the hon. Member for Selby and Ainsty (Keir Mather) on securing his first Adjournment debate. I think this is the first time I have had the opportunity to answer questions from him in the House of Commons, so I congratulate him on winning the by-election. My research tells me that he was born in 1998, which is a very scary thought for those of us who well remember 1998. It is of particular concern to me that when he first came to the House, he indicated to me that he used to work for my first parliamentary staffer, Pete McManus, whom he described as my boss. It is a worry when things are so proximate that the age of individual Members of Parliament is catching up on you. I am sure that that is not an issue for anyone else in the House but it definitely is for me.
I take this debate very seriously, and the hon. Gentleman rightly raises the concerns of his constituents. I pass on my condolences on behalf of the Government and on behalf of everyone here today for the recent fatality that has taken place. Before responding to the essence of what he said, I want to make it clear that every death or serious injury on our roads—not just in North Yorkshire but up and down the country—is a tragedy, and we continue to work tirelessly to improve road safety for all users. That is not just drivers; it is also pedestrians, motorcyclists, cyclists and mobility scooter users. However, the fact is that Britain has some of the safest roads in the world. The most recent records show that 1,711 people were killed and 28,000 seriously injured on our roads. However, that is clearly a tragedy for any individual so affected and for their family, and we want to work to address that.
I want to make a number of points. Speed-calming measures were a massive part of the hon. Gentleman’s speech. Local authorities, as he rightly identified, have powers under the Highways Act 1980 to install a range of traffic-calming measures. Road humps, chicanes and other such features have all been proven to reduce inappropriate vehicle speed, which, as well as reducing the risk of collisions, lessens the severity of any that do occur. There is also the ability to install other measures to improve road safety, such as pedestrian crossings and 20 mph speed limits. The Department for Transport produces a wide range of good practice advice to help our local authorities to design and deliver such measures. It is for the local council to decide what measures may be appropriate in different locations, taking into account a vast number of criteria. The Department does not set numerical criteria for footfall or collision numbers that must be met to justify the installation of such safety measures. Local authorities can choose to set their own criteria, but that is a decision for them.
I now turn to the vexed issue of 20 mph zones. Every Member will be acutely aware that the introduction of a not total but effective 20 mph zone in Wales has been a singularly unpopular policy that has caused great concern, and it is certainly not something that the Government support. On the other hand, as far as I am aware, not a single Member of Parliament is against the concept of 20 mph zones around schools. There has to be a happy medium, and that is a local authority decision. There are all manner of different factors, including how a zone will influence quality of life, road safety, the environment and the local economy. Local authorities should also take into account the Department’s plan for drivers. To assist them, we are updating the 20 mph speed limit guidance for England to ensure consistency.
I asked for the road safety statistics for the hon. Gentleman’s constituency dating back some considerable time, and my source is the STATS19 data adjusted for changes in reporting systems. There were 46 KSI—killed or seriously injured—casualties on an adjusted basis in 2022, compared with 138 in 2009. We all accept that all the numbers are too high. There is much criticism of both the local authority and this Government, but I gently point out that Labour was in government in 2009. There is a significant difference, and the number has been in double figures since 2013. One can bandy around statistics, but it is clear that the number has come down significantly.
There are a couple of key points to note. First, there has clearly been significant investment in North Yorkshire with the A59 Kex Gill scheme, the A164 Jock’s Lodge junction improvement, the A1237 York outer ring road dualling and the A1079 improvement scheme. I merely make the point that those road improvements have inevitably improved safety.
Andrew Jones
The Minister will have seen that, yesterday, York and North Yorkshire Combined Authority was allocated £380 million from the local transport fund. When we have a local Mayor in place, could that money be used to fund road safety improvements through capital projects?
Guy Opperman
The answer is yes, quite simply. It is legitimate to say that this new money for areas across the country, which was announced only yesterday, is a result of the Prime Minister’s decision on the second leg of High Speed 2. A £4.7 billion, seven-year local transport fund has been made available to a large number of local authorities outside the city regions—city regions receive city region sustainable transport settlements—in the north and midlands.
The LTF includes £2.5 billion for local authorities in the north and £2.2 billion for local authorities in the midlands, and that funding will be available from 1 April 2025. This allows local authorities and combined authorities to plan and set their processes, to consult in the appropriate way and then to deliver.
The York and North Yorkshire Combined Authority will receive £379 million—I correct my hon. Friend by £1 million—from the local transport fund, which will be game changing. There is much criticism of the local authority, but I met Keane Duncan, local representatives and Members of Parliament when I visited the region at the beginning of January. I was impressed by their commitment to try to do transformational work for North Yorkshire, which includes making the case for further funding. As my hon. Friend outlined, we have been delighted to set forth and provide that. It can bring about road improvements, pelican crossings, road safety measures and traffic-calming measures, and can address other particular points. The guidance will be published shortly, but the fact that it is dramatic new money to assist with specific transport policies can only be welcomed.
I wish to make a few extra points. Road safety is determined, fundamentally, by individual drivers. We should all acknowledge that we can throw brickbats at local authorities or Government, but we require drivers to change their ways. When my hon. Friend was in the Department for Transport, he instituted changes to the highway code and to the driving test. The test that those of us of more advanced years took is dramatically different from the one taken by someone of more recent years, and the highway code is also dramatically different. It includes a hierarchy of road users and makes it very clear that there is a greater degree of reliance upon safety; we are conscious that the driver needs to be better qualified. There is no comparison between the old test and the new test. That has made a difference, which can be seen in the reduction in the numbers that we see in the safety statistics. That is just the tip of the iceberg, and I wish to set out some of the other Government interventions that have been made.
The safer roads fund has invested £47.5 million to fund 27 schemes, taking the total funding to tackle our most dangerous roads to £147.5 million over 83 schemes since 2017. We have made interventions to legislate to address some of the most dangerous activity on our roads. Clearly, the rules on mobile phones have changed. We have also increased the sentence for causing death by dangerous driving, or careless driving while under the influence of drink or drugs, from 14 years’ to life imprisonment. We have increased the disqualification period for those causing death by dangerous driving or death by careless driving when under the influence of drink or drugs from two years to five.
We have also undertaken a number of projects to improve the safety of our roads, including the roads policing review, whereby the number of forces putting road policing in their police and crime plans has increased from 15 to 42, with 30 now including road safety. Roads policing has been a strategic policing requirement since February 2023. That sounds techy but it genuinely makes a difference. Our Project RADAR is a systematic investigation that is creating new opportunities to combine and compare data across Departments, arm’s length bodies and policing. That is identifying and intercepting the most dangerous vehicles on our roads. I could go on.
Carla Lockhart (Upper Bann) (DUP)
This is a wonderful debate and I commend the hon. Member for Selby and Ainsty (Keir Mather) for bringing it to the Floor of the House. I thank the Minister for permitting me to intervene. He will be very aware of my interest in the increase in insurance premiums, as we had a Westminster Hall debate on that last week. People are now deciding not to insure their vehicle and still go on the road, which is increasing risk. Does he agree that action is needed to ensure that we support young drivers to get on the roads, but to do so safely? Will he further consider the graduated driver licensing scheme, which I believe would help with that safety element for young people?
Guy Opperman
The hon. Lady is continuing in a rich tradition established by her illustrious colleague the hon. Member for Strangford (Jim Shannon). We miss him in the debate today, but we take her as a very able replacement. Her debate last week was attended by a number of colleagues and I have had a chance to read it; I should have been responding to it, but I happened to be responding to the Adjournment debate in this place at the same time and, as we all know, nobody can be in two places at the same time in the House of Commons, so I apologise, but the Under-Secretary of State for Transport, my hon. Friend the Member for South Cambridgeshire (Anthony Browne), sat in for me at that debate.
I will take away the comments that the hon. Lady made today and in last week’s debate, and write to her in more detail, if she would be so gracious as to allow me to do so. I take on board that there are clearly ongoing issues in respect of insurance. We are working with insurance companies; there have been issues around raising the price of insurance that are, quite frankly, beyond the Government’s control. She makes some legitimate points on the matter, and we want to address those that she raised both in the debate last week and today.
Let me back to the points made by the hon. Member for Selby and Ainsty. There are certain key campaigns; changes to the highway code and driving tests are key, because we are trying to change drivers’ behaviour. That is the most important thing. We can rail against individual pieces of road, but changing the behaviour of drivers is the real way to improve road safety. The Department for Transport’s THINK! campaign continues to target the most at-risk group. Its aim is to reduce the number of people killed and seriously injured on the roads by changing attitudes and behaviours.
I could go on in more detail, but I will make a couple of final points. The safer roads fund has undertaken key projects in North Yorkshire, including £900,000 for the A167, £615,000 for the A682, £7 million for the A684 and £2.9 million for the A6108. Those are substantial investments that the Government have made in the past. Substantial investment will also follow yesterday’s announcement, which makes this debate all the more relevant.
To conclude, I congratulate the hon. Member for Selby and Ainsty on securing his first debate. He raises important points for his local community, and I am certain they will be taken on board. I would gently push back on the points he makes about local statistics, the actions of his local authority and the complexity of the issues. The key point is that it is in all our interests to try to improve road safety up and down the country.
Question put and agreed to.
A14: Junction 10A
Guy Opperman Excerpts(6 months ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
What a pleasure and joy it is to serve under your chairmanship, Sir Gary. I put on record my thanks for your work in the House of Commons and our sadness that you are departing; those massive shoes will need to be filled.
It is an honour to respond to my hon. Friend the Member for Kettering (Mr Hollobone). Before I get into the nuts and bolts of junction 10A, I should say that, even though it does not exist as yet, it is probably the most debated junction in the House of Commons in the history of roads and transport. There was a debate on 4 November 2020 and then another debate exactly one year ago, on 21 February 2023. I thank my hon. Friend, because he is a fantastic campaigner. Every single Member of Parliament looks up to him because of the work that he does on behalf of his constituents, and he is nothing if not determined and persistent. He is a worthy local champion for the fine town of Kettering.
My hon. Friend is right: I was privileged and honoured to attend on 1 July 2022—I looked that up—during the dog days as the Minister responsible for pensions, the older persons’ fair at the Corn Market Hall in Kettering. That is a delightful building, and that was a fantastic opportunity to meet dozens and dozens of people who are doing amazing community group work and amazing volunteering but also providing older persons’ work and opportunities, part time and full time, in a variety of ways. It was credit to my hon. Friend and his local council, which was co-running that fair, that I was able to see the massive enthusiasm for community, above everything else, but also the jobs that everybody was trying to provide.
I then enjoyed a particularly fine lunch at 27 Crown Street, where I was talking about all those matters—older workers, pensions and the like—and was only slightly taken aback when someone said, “You really do look too fat to be a steeplechase jockey.” That is something that one has to bear when one is a long way off racing weight. Such is life.
Now I come to the nuts and bolts of the issue today. As my hon. Friend is utterly aware, the A14 is in effect a modern-day Watling Street. It is the key junction, key connection, between so much across the country. It is an integral part of the road network, and it is utterly key to his constituency of Kettering. I totally get that. That point is utterly well made.
The Hanwood Park development is also genuinely groundbreaking. I do not think there is any doubt whatever that the scale of ambition, the number of developers individually, as corporate entities, and the scale of the desire to build a proper garden city that has all the amenities, schools and free schools, and the business development that follows are genuinely game changing. It is something that has been going on for a long time, dating back, as we my hon. Friend and I are acutely aware, to the planning application successfully going through in 2010. It has then had various iterations as the houses have been built.
It is also very much the case that this project has the full support of the Department for Transport. I want to assure my hon. Friend of that, first in outline and then by getting into the nuts and bolts of the details. First, he rightly makes the point that he has met many roads Ministers. He also had a specific meeting with the present Secretary of State, who stated unequivocally that this is a unique development because it is something with a high degree of contribution by developers. On 22 March 2023, the Secretary of State stated:
“I am happy to continue progressing the scheme as previously planned during the RIS3 period, subject to business case.
I also agree with your suggestion that National Highways and DfT officials should cooperate intensively with the local planning authority and the developer to progress the scheme as quickly as possible.”
There have been a number of developments since then, and I want briefly to go back over the planning and the memorandums that have been engaged in before I get to the final points I wish to make. The first issue, clearly, is what has happened in the passage of time since the 2010 planning approval. In April 2021, the developer resubmitted a planning application for the full 5,500 homes, as my hon. Friend is acutely aware. The key issue will be the trigger point in respect of when certain conditions apply. I take it from his assurances in the House that we are to have the final resolution of that planning application in the next couple of months. There is a degree to which this is chicken and egg, and I fully understand that point, but I can certainly confirm that this project is and will be in RIS3.
There are two provisos to that. The first is the business case, but I think my hon. Friend and I know that this project probably has the best business case in the country, as far as I am aware, because it has significant developer contribution and is absolutely in support of all our other objectives. Personally, I see no difficulty whatsoever, but these things have to be assessed on an ongoing basis.
The second key point is that the project is subject to planning permission. If planning permission were to be refused, that would make things complicated. However, I want to convey to my hon. Friend and his constituents, particularly the Hanwood Park residents, and to this House and, most importantly, the local authority that will determine the planning condition that, provided the planning condition is satisfactorily passed, all the conditions in RIS3 will apply. It seems to me inevitable and entirely right that this project should be built as part of RIS3.
Clearly, I cannot pre-judge the decision of my hon. Friend’s local authority in the next couple of months, but there is no doubt in my mind that this project should proceed. Commitments have been made for this project in the past, and, subject to those two preconditions, both of which are eminently resolvable, it should unquestionably be achieved in the next few years.
I wish to try to make clear a couple of other minor points. As I understand it, in the summer of last year—in July 2023—following the steer from my right hon. Friend the Secretary of State for Transport, a memorandum of understanding between National Highways and the developer was signed that set out various protocols, including the role of National Highways in ensuring the works by the developer associated with junction 10 on the A14. Those technical works are already under way as part of stage 1, led by the developer and its technical team. There is also a full transport assessment of the updated proposals, and National Highways is supporting that work and undertaking necessary checks and assurances.
While it is true that this junction does not exist at the present stage, I have some very impressive plans of said junction, and it is way more advanced than many things that are ethereal in the mind and insubstantial in the action that we often discuss in this House. The utterly key thing is that the local authority needs to progress the planning application, and National Highways needs to put all hands to the pump to ensure that it is ready to proceed. I can give my hon. Friend the assurance, as previously expressed in writing by the Secretary of State, that this project is part of RIS3.
Mr Hollobone
Before the Minister sits down, I thank him for his detailed and assiduous response. Once the planning permission is granted—hopefully in the next couple of months—would the Minister be kind enough to come and visit the site so that he can see it for himself and we can then progress the expedition of this scheme on the ground?
Guy Opperman
My hon. Friend has prejudged the point I was going to make, which is that it would unquestionably be a delight, an honour and a privilege to return to the good people of Kettering and to spend some time with him. That was my intention. I do not think there is much point in me coming until the local authority has made its decision, but when that happens it would seem entirely right and proper for me, my hon. Friend, the local authority and National Highways to meet on site. I could come and visit the site and give the proper direction, oomph, and various other steers that this project needs to be proceeding apace. I hope that reassures him. I look forward to coming to visit Kettering on another summer occasion, and to the local authority making the right decision so that we can then progress junction 10A. That is something the Government support in its entirety.
Question put and agreed to.
Walking and Cycling: Government Support
Guy Opperman Excerpts(6 months, 1 week ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
What an honour and a privilege it is to respond to my hon. Friend the Member for Copeland (Trudy Harrison), who is a former Minister for active travel and a good friend of mine. I was delighted to campaign to get her into the House—I think I visited Copeland on 14 separate occasions during a very long wet and wintry by-election—where she has been a transformational influence. Her legacy is massive, not least because she was an outstanding Minister for active travel.
I thank my hon. Friend for visiting Northumberland when she came to see the benefits of the Tynedale superhighway. Madam Deputy Speaker, I must be careful not to talk for the next hour and a half about the amazing cycling and walking projects that exist in Northumberland and to take my hon. Friend the Member for Chatham and Aylesford (Tracey Crouch) to task on why she particularly favours Cumbria over what is clearly a better county in Northumberland. However, the long and the short must surely be that my hon. Friend the Member for Copeland has done a massive amount to drive forward active travel, and she should be extraordinarily proud of that.
Tracey Crouch
As Madam Deputy Speaker cannot say this herself, it is only right to note that RideLondon now goes through her constituency, which is an excellent part of the country to cycle in.
Guy Opperman
My hon. Friend has done a very good Radio 2 link to what I was going to talk about. As the Minister for active travel, I am delighted to say that I have done RideLondon. On several occasions I have done the Haydon Hundred in my constituency. The most interesting of all is the Dunwich Dynamo, which is undoubtedly the most iconic cycling race of all time. It is an attempt by more than 5,000 people to leave a Hackney pub on the shortest night of the year and cycle, totally unsupported, from Hackney all the way to Dunwich in Suffolk—120 miles—through the night. The instructions are literally an envelope. Without a shadow of a doubt, it is the most fearsome and amazing cycle trip to be part of. RideLondon is a massive boost to the local economy, and extols various local virtues.
My hon. Friend the Member for Copeland asked me to go to Holland on a cycle trip with Danny Williams, the amazing chief executive, and I endorse her assessment of him. I must confess that about 20 years ago, long before I came to this place, I did the trip from Zandvoort on the coast to Amsterdam on a bike, and I have cycled extensively in Holland. We in this House should be excited because although we might say, “Our infrastructure is not quite there. We want to do more cycling and walking, and we want things to be better. We want active travel to be more impressive and for the opportunities to be better,” we only have to look back at the situation in Holland only 30 or 40 years ago to see the degree to which its infrastructure has transformed the nation and how its populus gets about. That is totally tangible. We are some years behind it in that change, but we should strive to emulate that objective.
My hon. Friend spoke glowingly about the coast-to-coast, the quality of which I endorse, having done it. I trump her 190 miles with the 268 miles of the Pennine way, the first part of which I was delighted to do with my good friend the hon. Member for Sheffield Central (Paul Blomfield), who sadly is also standing down, when we were raising money for brain tumours, having both suffered from them. The transformation of the visitor economy and the tourism boost from cycling and walking is game changing. There is no doubt whatsoever about that. We should be fully behind that. That is why I invited my hon. Friend the Member for Copeland to Northumberland to get behind the Tynedale superhighway, and why this Government have given £9 million for the Hexham to Corbridge cycle route, the work on which is ongoing. The LCWIPs that she talked so glowingly about are clearly the way ahead.
Richard Foord
The Minister talked about LCWIPs at the last Adjournment debate of 2023 on transport infrastructure in Cullompton. I remember him saying that the LCWIPs for Cullompton would be consulted on, which is true—that consultation concluded earlier this month. Can his Department work with Devon County Council to ensure that the walking and cycling infrastructure around Cullompton extends all the way to Tiverton, Willand and Uffculme?
Guy Opperman
I will await the information put forward by the local authority, but it is unquestionably the case that we are trying to take forward the LCWIPs and to ensure the best usage, enhancement and improvement of local infrastructure. I await what the local authority has proposed.
On the point my hon. Friend the Member for Copeland made about schools, surely we can all get behind the 20 mph zone around them. It is unquestionable that where local authorities can prioritise LCWIPs around schools, they should do so. If the message has not gone out, I am happy to make that point.
I have been asked to do an awful lot of writing to an awful lot of people, and let me address those points. First and foremost, all cycling and walking has a massive benefit and impact on health. My hon. Friend identified that if we want a healthier Britain, more people need to be cycling and walking. The evidence is overwhelming that regular physical activity of any shape or form reduces the risk of type 2 diabetes by up to 40% and cardiovascular disease by up to 35%. My hon. Friend is right that there are sadly far too many obese children in our schools and far too many people who are not taking advantage of the great outdoors, much to the consternation of my hon. Friend the Member for Chatham and Aylesford. We have to change that. We have to try to change those perceptions and get this country out of the torpor that it descended into slightly during covid.
Trudy Harrison
The Minister is making an excellent point on the value of the great outdoors and being active. I know that this is not his Department’s responsibility, but does he agree that approximately 80% of that ill health is related to diet, and that ultra-processed foods have a part to play in the state of the nation’s health?
Guy Opperman
As a Government Minister, I am not allowed to endorse a particular book or approach; that would be genuinely wrong. A bit like the BBC, we think that all organisations, institutions and authors have merit and everything like that. However, having been given as a present “Ultra-Processed People”, Chris van Tulleken’s book on the science behind food that is not food, I have to say that I utterly endorse the point my hon. Friend is making. We have a genuine problem in this country: we are allowing the production of food that is neither supporting our farmers nor necessarily good for our population.
This is not my Department’s responsibility, so I could not possibly comment on the efficacy of evidence or on changes that should be made. However, there is a growing body of evidence that says that Government really have to look at what we are doing about ultra-processed food and how to put out better messaging. That is difficult, and pretending it is not is naive. However, I utterly endorse the message that we need to eat more healthily if at all possible, and taking out of the game some of those ultra-processed foods and their impact seems to be a no-brainer to me. More particularly, it cannot be a good thing for this country that we are allowing our population to eat food that will inevitably give them diabetes and allow them to put on weight without, in most cases, people realising that that is what is going to happen. That just cannot be right, in my humble opinion, and we should do something about it.
There are a few things that I can do about it. My hon. Friend the Member for Copeland challenged me on a number of points. The first relates to an inter-ministerial group that I am part of. As anyone who has been a Minister will know, there are some inter-ministerial groups that are really important and worthy, and some that are interesting, to say the very least. The national physical activity taskforce, which is run by the Sport Minister, my right hon. Friend the Member for Pudsey (Stuart Andrew), is meeting on 25 March at 2 pm, by chance. My hon. Friend the Member for Copeland might want to send a copy of her speech and an itemised agenda to the Sport Minister and invite him to treat that as the agenda for the meeting at 2 pm on 25 March at the Department for Culture, Media and Sport. That is merely a suggestion that she could, in theory, contemplate.
As for bringing together all the Departments to address national physical activity, I think it is entirely the right thing to do. It is wider than just saying, “We want people to do sport. We want them to get physically active.” Of course, that is right, and individual Members of Parliament can make a real difference on this. There is no doubt about that. They can meet with Sport England—I recently met both the chief executive and my local representatives—and drive forward the sporting infrastructure that we all want to see; they can get local representatives in their constituency. I should put on record my thanks to the amazing Rob Aubrook—whom my hon. Friend met when, as the Minister with responsibility for cycling, she came to Northumberland—who has driven forward more cycling infrastructure and other local infrastructure projects, just as my hon. Friend made sure the infrastructure was improved in her local area when she was just a humble campaigner from Bootle. That surely is what we should all aspire to.
There is more we can do, and many colleagues put forward proposals. I agree with much of what my right hon. Friend the Member for Scarborough and Whitby (Sir Robert Goodwill) said. I answered the point from the hon. Member for Tiverton and Honiton (Richard Foord). My hon. Friend the Member for Aberconwy (Robin Millar) made a point about his amazing coast-to-mountains route, of which I am exceptionally jealous and which I am keen to try. It obviously comes third in the batting order of places to visit, after Cumbria and Northumberland. My hon. Friend the Member for Sedgefield (Paul Howell) rightly made the point that small pieces of infrastructure, in this case a crossing, enable people to access all the benefits that only one part of the village may otherwise have. I urge him to seek the extra local transport funding in Durham that will flow from the Prime Minister’s decision on HS2; it will release infrastructure funding for certain transport projects. I will take that up with him separately.
This is a good opportunity to put on record my thanks to my hon. Friend the Member for Chatham and Aylesford for her service in this House, because sadly she has decided to step down. She was an outstanding sports Minister. We troll each other in a very polite way on the extent of our Saturday morning cycling or racing activity. Both of us have suffered cancer and have made a remarkable recovery. She is a good example of never letting the past define you, and always looking onwards and forwards. We will miss her desperately. She raised a key point, which is: what more can we get local authorities to do? Bluntly, a lot more.
The first point is surely this. Every MP will see a new housing development come into existence. Said housing development will always have a section 106 agreement on local infrastructure and support. Too often, however, only after its development will there be a thought about cycling infrastructure, accessibility, accessible transport, buses and so on. I am genuinely trying to change that, because what we presently have is unacceptable. It is just not good government to allow a situation in which local authorities do not grasp that there is so much more they could do.
We are trying to retrofit old infrastructure. My hon. Friend the Member for Copeland talked about York. I was lucky enough to go to Active Travel and meet Danny and all the amazing team. Everywhere I go with Active Travel I always get on a bike, so we cycled around the medieval and Roman town of York, with all the difficulties there are there in ensuring cycling infrastructure on the very narrow streets that Harry Potter was delighted to use. But for modern housing, we surely must get it right. When it comes to modern housing, section 106 should provide for all the necessary cycling infrastructure. The best part of 10,000 people are moving to Barrow for the AUKUS project—my hon. Friend the Member for Barrow and Furness (Simon Fell) is doing great work on that—and we are trying to ensure that where we do big housing, the infrastructure is part of the development. That is the first and key point of education for local authorities.
Secondly, we have set up an amazing scheme called Bikeability. It is fundamentally a success story, as my hon. Friend the Member for Copeland rightly outlined, because it encourages more and more children to cycle on an ongoing basis, get training and so on. The honest truth is that some local authorities are very good at that—Cumbria is a great example—and some local authorities are shockers. I am strongly urged by officials not to name and shame them, but I will certainly write to every single local authority and extol those that are doing well, and ask why that is not 100% of them when there is this amazing, free Government scheme to encourage our population to get healthier, get fitter, get outdoors and learn how brilliant it is to be on a bicycle. I give my hon. Friend an undertaking that I will definitely do that.
My hon. Friend rightly raised the issue of schools. It is true that I am not an Education Minister—some would say that that is a very good thing—but I will write to Ofsted, as she invited me to, to establish the extent to which we can drive forward an assessment. I take comfort from the daily mile, a project that originated in Scotland and has percolated southwards. It is a massive success story: every single headteacher at the schools that do the daily mile will genuinely say to those who visit them that it transforms the way that the kids are educated. It transforms their attention, their fitness and their engagement, and does them a world of good in a host of social and other ways. A natural extension of what schools are doing would be for there to be an assessment of, or at the very least inquiry into, how schools are trying to improve rates of walking and cycling, both at school and in the journey to school. We have a Walk to School Week, which is part of a programme organised by the Department for Education, but the blunt truth is that it is not very successful. Far too few kids walk to school, and we must try to do more about that.
My hon. Friend invited me to comment on social prescribing. On her watch, that started with a £13.9 million budget, which has been invested in 11 local authority pilots over three years. One of them is of course in Cumbria; the others range from Suffolk to Bath and from Gateshead to Plymouth. The pilots are expected to engage tens of thousands of people in walking, wheeling and cycling, and we will assess their impact in 2025, at the end of the three-year project. However, I can tell her that if I have anything whatsoever to do with it, we will continue that project, which has my hearty endorsement and support.
I come to our approach to rural areas, and I speak as the Member representing the largest constituency in the country. Rory Stewart and I used to have a dispute over whose was larger. I told him that size did not matter, but that Hexham was larger. The long and short of it is that rurality in general is very difficult, and trying to establish a rural cycling infrastructure is very difficult. Off-road is often better: I can extol, without a shadow of a doubt, the Sandstone Way, which runs from Hexham to Berwick in Northumberland, and the work that we are doing in Kielder Forest. However, it is hard to secure taxpayer funding for more rural routes because the Treasury operates on a bang-for-your-buck, Green Book basis and so tries to get more ongoing funds for urban beneficiaries.
Let me end by saying a bit more about the key issue of funding. Ten or 15 years ago, £30 million, £25 million or less was spent on cycling and walking. I look at the budgets of up to £300 million over the last four or five years, and the ongoing £200 million investment in active travel, and I see that we have come a long way. Do we have further to go? Of course we do, but the direction of travel—and in a debate about cycling and walking, the direction of travel is surely important—is utterly clear. We are investing more than any previous Government. Our projection is that over the period up to 2025, £3 billion will be invested across Government in active travel, including investment from the city region sustainable transport settlements and the levelling-up fund. There will also be further funding opportunities through Network North in future years.
It is important to note that whatever the original active travel budget may have been, the HS2 money—whether through the city region sustainable transport settlements or the levelling-up fund additions—and any further local transport funding that may or may not result in the next few months can be used to support walking and, in particular, cycling schemes, and we would encourage Mayors, where appropriate, to pursue those opportunities.
In September last year, we announced £60 million of revenue funding for supporting active travel to school, including through Walk to School, the Big Bike Revival, Modeshift STARS and, obviously, Bikeability. I have had a Bikeability meeting with Emily Cherry, the brilliant chief executive of Bikeability Trust, who is very well known to my hon. Friend. I endorse the support for that initiative, and we think that more can be done, but 500,000 places with £21 million of support is not to be sneered at. We have reached 51% of year 6 children in 60% of primary schools. I would love to do more, and we are trying to make it happen.
Trudy Harrison
May I congratulate the Department, Bikeability and the wonderful Emily Cherry on recognising the difference that it can make to children with special educational needs and disabilities to learn to ride a bike or trike that is right for them? Huge improvements have been made in creating a more accessible Bikeability.
Guy Opperman
My hon. Friend is right: Bikeability is transformational. We need to do it bigger and better, and more widely, but it also requires a change in the Great British public. First and foremost, it requires mums and dads, headteachers and local authorities to say, “We want to get behind this.” I think we can do that, and the direction of travel is good. She is right to praise Emily Cherry, Danny Williams and all the Active Travel team. I met the vast majority of them when I went to York. They are doing God’s work in transforming hundreds of projects up and down the country. I have not mentioned Mr Boardman—probably because I owe him a beer, which is always a worry—but it is great to have the opportunity to work with one’s heroes. I grew up watching Chris Boardman in various races, including when he famously led the Tour de France and came off his bike. That was one of the tragedies of my sporting TV career.
What is happening with active travel is genuinely transformational, and we continue to support it. I believe that the record of this Government is good, but we can do more. It has been an honour and a privilege to respond to my hon. Friend and her very important debate tonight.
Question put and agreed to.
Oral Answers to Questions
Guy Opperman Excerpts(6 months, 2 weeks ago)
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Daniel Zeichner (Cambridge) (Lab)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
The Department for Transport issues guidance to licensing authorities in England to help them regulate the sector, including the statutory taxi and private hire vehicle standards and the best practice guidance, updated in November 2023. Last year the Government enacted legislation requiring licensing authorities in England to use a national database to share information, in order to prevent drivers who have lost their licence from applying to other authorities that would not know about their previous wrongdoing.
Stephanie Peacock
Local taxi drivers in Barnsley are having their prices undermined by cross-border taxi drivers who do not have to abide by the same regulatory measures. Local councils have no jurisdiction over out-of-borough hires, and concerns have been raised about differences in the training and safety precautions required. The Labour party has committed to action. When will the Government do the same?
Guy Opperman
There is already a database and already a duty on local authorities to share information. Licences can be taken away in the particular circumstances the hon. Lady identifies.
Mr Betts
Taxis and private hire vehicles are a very personal service, and it is important for customers that both the vehicles and the drivers have proper safety checks, so that if things go wrong they can take a complaint to the licensing authority. The problem is that when that authority is 100 miles away in Wolverhampton, the system simply does not work. When will the Minister legislate to ensure that journeys can be made in a licensed vehicle only when they either take place or finish in the licensing authority area?
Guy Opperman
With the greatest respect to the hon. Gentleman, we have already brought in changes to the rules that mean that individual authorities can take action against an individual operating in another authority, which is something I think he should welcome.
Daniel Zeichner
As we have heard from colleagues, the cross-border issue remains a real problem right across the country. We have the additional problem of the potentially changed relationship between operators and drivers, which is highlighted by the press campaigns about the possible imposition of VAT on private hire journeys. Does all this not show that the Department should have modernised taxi and private hire legislation ages ago, rather than waiting for companies such as Uber to drive a coach and horses through regulations that were, frankly, written in the time of coaches and horses?
Guy Opperman
I would not refer to regulations written in 2020 and updated in 2023 as written in the time of coaches and horses—perhaps the hon. Gentleman should check his history. On the Uber case that he rightly identifies, that is clearly a court case that the Government have to address and will therefore consult on thereafter.
Louise Haigh (Sheffield, Heeley) (Lab)
I associate myself with the Secretary of State’s best wishes to His Majesty the King.
During my time in this House, I have worked alongside victims and survivors of the Rotherham child sexual exploitation scandal. Following the scandal, Rotherham council set very high standards for its taxi drivers, including installing CCTV in cabs and requiring national vocational qualification level 3 on child safeguarding. Those standards are being undercut by the Government’s deregulation of taxi standards, and nothing the Minister has set out this morning will stop that. Does he not agree that the Government’s position is putting the safety of women and girls at risk? Is it not time for robust legislation and national minimum standards to protect them?
Guy Opperman
With respect, on 27 April 2023 a new law came into force that requires licensing authorities in England to use a database to record refusals, suspensions and revocations made on safeguarding or road safety grounds. The new requirements mean that individuals who are not fit and proper to hold a taxi or private hire vehicle licence will be unable to apply for a licence with other authorities without that authority being made aware of past safety concerns. That change will help to protect passengers, including women and girls, as well as the reputation of the majority of drivers, from those who are unfit to hold that office.
Liz Twist (Blaydon) (Lab)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
The Government are providing the largest public investment in buses for a generation, providing more than £4.5 billion-worth of services in England outside London since 2020, as we rebuilt post covid.
Rachel Hopkins
My constituents are deeply concerned about the proposed cuts to the 78, 79 and 200 bus routes linking villages and towns in Bedfordshire. That is in the context of the Government’s own latest bus statistics, which show that in the last decade the bus sector in England outside London lost 15,000 workers and had around 600 million fewer annual bus passenger journeys. The Government’s bus strategy, published in 2020, is not reversing that decline. Will they commit to reversing the ideological ban on municipal bus companies and ensure that all local authorities get sufficient funding to deliver the bus services our communities need?
Guy Opperman
The hon. Lady seems to have forgotten the covid pandemic. The number of local bus passenger journeys in England increased by half a billion—that is 19%—in the financial year ending March 2023. Her local authority received extra BSIP-plus—bus service improvement plans—funding of £19 million. I urge her bus operators to sign up to the £2 bus fare, which has been transformational across the country in raising bus numbers.
Sir Jake Berry (Rossendale and Darwen) (Con)
Would the Minister be as surprised as I was to learn that, of the £3.722 million long-term BSIP Government cash given to Blackburn with Darwen Council, only £180,000—less than 5% of the entire budget—is being spent in the town of Darwen? It is all very well for the Minister to give money to councils such as Blackburn with Darwen, but will he ensure that it is spent fairly among the populations they represent?
Guy Opperman
My right hon. Fried makes a very good point. This is money that the Government give to ensure that communities across a particular constituency receive support. It should not be solely focused on one area. I will take up that point and write to the local authority myself.
Liz Twist
Bus mileage has dropped by just 5% in London since 2010, yet astonishingly it has fallen by more than 30% in the north-east, as the Minister will know. Kim McGuinness, Labour’s candidate for North East Mayor, is keen to fix that as a priority, if elected in May. Is it not beyond time to let local communities have power and control of their own local bus services?
Guy Opperman
Clearly, that we are to have a regional Mayor for the North East is good news, but I did not think the hon. Lady would be celebrating the fact that she has a disastrous police and crime commissioner as her candidate and that the previously Labour Metro Mayor of North of Tyne is now running as an independent against the Labour party. However, it is without a shadow of a doubt the
“best-funded devolution deal in the country.”
Those are not my words, but those of the previously Labour Mayor. I genuinely believe we are building back better post covid, with enhanced bus company usage in circumstances where the £2 bus fare is making a huge difference.
Simon Lightwood (Wakefield) (Lab/Co-op)
Recent statistics show that the Bee Network is already making a daily difference for bus passengers across Greater Manchester, with an 8% rise in patronage in the first month of franchising alone and more bus services running on time than before. Liverpool and West Yorkshire are now following in Greater Manchester’s footsteps and exploring their own franchising plans to revolutionise local transport for thousands of residents. Does the Minister agree with Labour’s plan to give every local authority, not just Metro Mayors, the same freedom to take back control of their own bus services? If not, what does he say to the millions of people whose bus routes are being so badly cut back under this tired Tory Government? Does it not prove that while the Conservatives dither, Labour delivers?
Guy Opperman
With respect, the number of bus journeys in England increased by half a billion to 3.4 billion in the financial year ending March 2023, and that happened because of massive Government funding, which has effectively doubled since 2009. The hon. Gentleman is actually lauding something that is funded by this Government. It is unquestionably the case that we have allowed certain local authorities and Mayors to engage in franchising—something we introduced—but there has to be a way of paying for it, and it has been demonstrated repeatedly that when Labour organisations are challenged on this, they struggle to find out how they are going to deal with the funding, because, quite simply, they do not have a plan.
Theresa Villiers (Chipping Barnet) (Con)
Mr Barry Sheerman (Huddersfield) (Lab/Co-op)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
In January 2022, the Government updated the highway code to improve road safety for people walking, cycling and riding. The changes aimed to make a positive shift in road-user behaviour, by making road users aware of their responsibility to use roads safely and to reduce the dangers they may pose to others. The Government’s flagship multimillion-pound road safety campaign, THINK!, also plays a crucial part in reducing the number of people killed or seriously injured on our roads.
Mr Sheerman
Are the Minister and his team aware that our country, once known to be one of the best places in the world for road safety, is now, after 14 years of neglect, no targets—in fact, there is a hatred of targets—and little enforcement, a very dangerous place to be a vulnerable road user? When will this Government wake up and start doing something about that?
Guy Opperman
With no disrespect to the hon. Gentleman, who I like as a person, he is simply wrong. In the last year, ending June 2023, there was a decline of 9% in fatalities compared to the year ending June 2022. Look at the specific measures taken: we have toughened up the driving test, made the highway code more robust and introduced tougher criminal sentences. Those are the actions of a Government who are listening and taking action.
John Penrose (Weston-super-Mare) (Con)
Julian Sturdy (York Outer) (Con)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
Because of the Prime Minister’s decision, Network North will see £19.8 billion of extra transport investment in the north of England, including a brand new £2.5 billion fund to transform local transport in 14 rural counties, smaller cities and towns in every part of the north outside the big city regions. This is in addition to what has already been committed through the integrated rail plan and the £11 billion TransPennine route upgrade.
Julian Sturdy
I thank the Minister for visiting my constituency back in January. Following that visit, he became aware of the important economic impact of the A64 on York and North Yorkshire. May I stress to him again how important the upgrade is to safety on the road? A few days following his visit, the road was again closed due to a serious accident. Sadly, that followed another fatal accident on the road in December. This is becoming an ever more frequent occurrence, so when he looks at the upgrade of the A64, will he ensure that the safety impact plays an important role?
Guy Opperman
It was a pleasure to visit my hon. Friend’s constituency and meet him and other parliamentary colleagues who were so passionately concerned about the improvement of the A64 and its safety issues. I take the point he raises on board. I know that National Highways is developing options to address the concerns that he, local people and businesses have identified with the road. We will look at them very closely. I welcome the fact that he continues to champion this important matter.
Steve Tuckwell (Uxbridge and South Ruislip) (Con)
David Duguid (Banff and Buchan) (Con)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
My hon. Friend has been a fantastic champion for Fraserburgh and for that business in particular. I know very well the issue in respect of longer semi-trailers and compliance with the regulations. I would be delighted to meet him and the company, and I assure both the company and the wider industry that we are working to find a way forward on this question, because it matters and we want to support that business.
Jamie Stone (Caithness, Sutherland and Easter Ross) (LD)
Martin Vickers (Cleethorpes) (Con)
The roads Minister will recall a meeting I had with him, along with my hon. Friends the Members for Great Grimsby (Lia Nici) and for Scunthorpe (Holly Mumby-Croft), about resurfacing the A180 and removing the concrete surface. I have had many meetings with roads Ministers over the years who have promised that. Will he be the one who can deliver it?
Jeff Smith (Manchester, Withington) (Lab)
Jerome Mayhew (Broadland) (Con)
The dualling of the A47 at Blofield was fully funded and ready to go a year ago. Since then, a former Green party parliamentary candidate has bogged it down in a series of legal challenges. Once they have been overcome, will the Department be right behind that much-needed dualling scheme?
Guy Opperman
The Government are utterly committed to the A47. The court case to which my hon. Friend refers is also linked to the A57. We are passionately committed to both roads. We await the judgment, which we believe will come within the next month or so.
Mohammad Yasin (Bedford) (Lab)
Steve Tuckwell (Uxbridge and South Ruislip) (Con)
Will the Minister update the House on what measures are being taken to reduce the amount of litter and debris blighting many central reservations and grass verges on our major highways?
Guy Opperman
My hon. Friend is right to raise that point. It is absolutely vital that the great British public stop throwing litter—that would be the first and most important thing. I can assure him that National Highways is utterly committed on this matter, and gave evidence to the Transport Committee about the dozens and dozens of people it has clearing up the litter every single day. However, it is fundamentally up to the public to stop littering.
Munira Wilson (Twickenham) (LD)
Marsha De Cordova (Battersea) (Lab)
Vehicles parked on pavements continue to have a negative impact on disabled people, especially those who are blind or partially sighted like myself. It has been four years since the Government’s consultation on that, yet still no action has been taken. The Minister said that they were going to respond to that consultation soon. “Soon” is not good enough. When will they bring forward a plan to ban pavement parking?
Guy Opperman
The hon. Lady will understand that there are already provisions in place permitting action by local authorities. We intend to publish the Government review very shortly.
Mr Barry Sheerman (Huddersfield) (Lab/Co-op)
Has the ministerial team seen the Parliamentary Advisory Council for Transport Safety’s recent report on the growing number of accidents involving e-scooters, and if not, will they look at it? Not only are e-scooters an increasing danger to all our constituents, there is a lack of police follow-up when accidents happen.
Jim Shannon (Strangford) (DUP)
I thank Ministers for all their answers. Regarding accessibility for disabled passengers, being ever mindful that we are in an age of equality and that disabled people deserve the same opportunities as everyone else, has consideration been given to ensuring that taxi firms have an obligation to provide vehicles for disabled people in every shift pattern?
Guy Opperman
It is always good to have the hon. Gentleman winding up proceedings. I will take away that point and have a very detailed look at it, and get officials to give me a detailed answer that I will provide in writing.
Leaving the EU: Driving Licences
Guy Opperman Excerpts(6 months, 3 weeks ago)
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Westminster Hall is an alternative Chamber for MPs to hold debates, named after the adjoining Westminster Hall.
Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.
This information is provided by Parallel Parliament and does not comprise part of the offical record
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
Thank you for your chairmanship, Mr Hosie. I thank my right hon. Friend the Member for Suffolk Coastal (Dr Coffey), who I was delighted to serve under at the Department for Work and Pensions, where I did eight wonderful years. That was good training for the work that I am doing at the Department for Transport, trying to wrestle difficult problems and find long-term solutions.
My right hon. Friend approached the debate in a very constructive and positive way: we are trying to find the art of the possible, rather than perfection on an ongoing basis. She and I both represent seriously rural constituencies, and although I am bound by the wonders of collective responsibility, and echo and endorse everything that the Government do, I share her concern that there is a definite lack of drivers in rural communities in the circumstances that she outlined. My hon. Friend the Member for Northampton South (Andrew Lewer) also set out his knowledge of community transport on behalf of the people of his constituency. It is a genuine issue, and to pretend otherwise is naive and wrong. We must acknowledge that.
My right hon. Friend the Member for Suffolk Coastal has been a doughty campaigner in this space. I look forward to her ten-minute rule Bill and subsequent private Member’s Bill, which as I understand it, looks to reform the process and find a way through. My hon. Friend the Member for Lincoln (Karl MᶜCartney), who is a member of the Transport Committee and formerly held my role, put his strong views on the record.
Clearly, the legislation is complex, but it is ironic that my driving licence—this applies to the driving licence of anyone above the age of approximately 43—entitles me to drive these vehicles, even though I passed a driving test that, on any interpretation, was of a lesser standard in days gone by. And yet, someone who is under the age of 42 has done a much more vigorous driving test—it is no question that it has got harder, and quite right, too—but is not so entitled, because of the 1997 grandfather rules, even though they might be a policeman or someone who drives a response vehicle. That strikes me as an anomaly.
I accept and entirely understand the concerns of those who do not want someone who is newly qualified to drive a much more substantial vehicle, and it is entirely right to be mindful of that. A multitude of arguments were set out in the detailed call for evidence, which was published and updated in summer last year, as my right hon. Friend the Member for Suffolk Coastal knows. It outlined particular concerns about the legislation. She will be aware that on 6 June we published the responses to the call for evidence, which sought evidence on, among other topics, the road safety impacts of returning to the pre-1997 licence position. This is not a simple issue, and it is a vital duty of this Government to ensure, to the best of our ability, that road safety is paramount and is observed on an ongoing basis. The analysis of the responses showed that there was support for some form of extension to the driving licence entitlement, but there were also some concerns about road safety.
My right hon. Friend also rightly identified the international obligations that apply by reason of the 1968 Vienna convention, which lists C1 and D1 as separate categories, and which we ratified in 2019. That would need to be addressed. There is also the issue of ongoing driver shortages. We need a legitimate examination of that issue in relation to bus drivers, delivery drivers and HGV drivers, and of whether the change that she seeks would alleviate the pressure that unquestionably exists on the economy and the communities that we all serve. One would also have to think about driver medicals, because we require C1 and D1 drivers to demonstrate a higher medical standard.
Let me respond to a couple of other points. My hon. Friend the Member for Havant (Alan Mak) rightly lauds and applauds the work of his local community to celebrate the 80th anniversary of the D-day landings on 6 June, and the work that all are doing to commemorate that historic date. I will do everything I can to assist him and his constituents to ensure the safe passage of his community as they, quite rightly, pay their due respects.
Several colleagues have raised legitimate concerns on community transport, and that has unquestionably been taken on board. I will certainly do everything I can to try to find out the extent of that issue, and all evidence we can elicit to clarify just how grave that situation is would be of great assistance.
My right hon. Friend the Member for Suffolk Coastal outlined the position in relation to ambulances. I confess that that is not in my briefing and I am not aware of that issue specifically, although I know it was in the call for evidence, in particular. I think that is a legitimate question and I will take it up with the Department of Health and Social Care to try to clarify the extent of that problem and the difficulties that exist. Any Government, and particularly this Government, are passionately committed to trying to alleviate those particular problems on an ongoing basis.
To summarise, we always look to keep the driving licence regime under review, and there has been a call for evidence. If there was to be change, it would require consultation, so any implementation of change would have to be consulted upon. For my part, I see a significant difference in respect of a community volunteer who is, for example, a qualified policeman of 40 years of age being allowed to drive a community minibus. There is also the larger issue of how we deal with C1s, and the age of individuals and their experience on an ongoing basis has to be addressed.
We are clearly considering the ongoing position with the European Union and the extent of any new driving licence directive that may or may not come in, which has been agreed by the European Parliament. That may also constitute an opportunity for my right hon. Friend to address those particular points on an ongoing basis. I thank her for her ongoing campaign, which is massively to her credit; it is what Back Benchers can and should do. I know that she is a doughty proponent of positive change and I welcome her efforts to improve the lives of those in her community in Suffolk and the community organisation that she represents. I commend her efforts, and I look forward to working with her.
Question put and agreed to.
Stewart Hosie (in the Chair)
Order. Given the delay for the vote, we are not scheduled to start the next debate until 4.44 pm, and I am minded to wait until that time to allow those who remember the rules to get here in good time. It is rather obvious that the next debate is very heavily subscribed, with at least 10 Back-Bench speakers already notified to me, and we require the Opposition spokesperson to start their summing up at 5.27 pm, with the Minister at 5.32 pm. That would imply that those Back Benchers who wish to speak can take a maximum of three rather elegant minutes to say what they need to say, and then sit down to give everybody else a chance—although even with three minutes, we may struggle. If some colleagues are not called to speak, I apologise; stick to three minutes and we should be okay, but that depends how long Sir Stephen Timms takes. We have another five minutes until the next debate.