(11 years, 1 month ago)
Commons ChamberWe are always happy to engage with local authorities and to give them advice in so far as they request it. Obviously, when local authorities request factual information from the Department, we will be happy to supply it.
The quality of bus travel between Newcastle, Hexham and Carlisle has suffered terribly due to the mismanagement of Arriva. Specifically, many of my constituents encounter great problems with the service being perpetually late or even buses running out of fuel. Will the Minister reassure my constituents that the next time he meets Arriva, he will urge it to improve the quality of this service?
I am always keen to improve the quality of bus services for passengers. The satisfaction level of bus travel as measured by the independent Passenger Focus is 84%, and in Tyne and Wear, for example, it is 87%. If the hon. Gentleman is concerned about particular issues in his local area, I would be happy to pursue them with him and the relevant bus company.
(11 years, 7 months ago)
Commons ChamberThank you, Madam Deputy Speaker.
The existence of speed limits on our roads does a huge amount to reduce road deaths and accidents, and appropriate speed limits, particularly in residential areas, offer clear benefits in safety. As my hon. Friend the Minister will know, a vehicle travelling at 20 mph at the onset of an incident will stop in time to avoid a child who is running out three car-lengths in front, while the same vehicle travelling at 25 mph—only 5 mph faster—will still be travelling at 18 mph at the three-car-lengths marker. A pedestrian hit by a car travelling at 18 mph is likely to suffer at least serious injury, and at that speed the effect on a child is roughly the same as the effect of falling backwards out of a first-floor window. A pedestrian who is struck at 20 mph has a 97% chance of survival; at 30 mph the figure is 80%; and at 35 mph it falls to 50%. It is plainly not appropriate for low speed limits to operate on every road, even in residential areas, but, as those in communities throughout my constituency tell me repeatedly, the setting and enforcement of proper limits in areas where pedestrians are likely to be found are critical to survivability rates.
The Government’s responsibility in all this is to set national default speed limits for different types of roads, and the present policy recognises—as it should—that residential areas need lower limits. However, local authorities can set different speed limits on roads where local needs and considerations suggest that the default limit is not appropriate. Many people living in a number of villages in my constituency say that their local speed limits are too high, and that Lincolnshire county council will not listen to their representations and lower them.
The current Government guidelines clearly state that although 30 mph is the standard speed limit for urban areas, a 40 mph limit may be used where appropriate. Roads considered suitable for 40 mph limits are those that are regarded as higher-quality suburban roads, or roads on the outskirts of urban areas where there is little development. Roads considered suitable for 40 mph limits should be wider than a standard urban street, and should have parking and waiting restrictions in operation and buildings set back from the road. There should be enough space for people on bikes, on horses and on foot to be segregated from the traffic, and there should be adequate crossing places.
Those guidelines, however, are not always followed. For instance, they do not apply, or have not applied, in the village of Fulbeck in my constituency. Fulbeck is bisected by a section of A road with a 40 mph limit, which is inappropriate. The village amenities are on both sides of the road. There is, for example, a popular children’s playground on one side, while the majority of dwellings are on the other. Children and elderly people struggle to cross what is a very busy road with blind bends, which is used by many heavy goods vehicles. Even fit adult villagers feel that they are taking their lives in their hands when they try to cross the road, and motorists are too often misled in a manner that leads to traffic incidents. Only this week, we saw a car leave the road. It is plain to all that the existing 40 mph limit in Fulbeck is simply too high, but my efforts—and those of villagers—to have it reduced to 30 mph have been to no avail, despite Government guidance that that should be the standard speed limit in all villages.
I congratulate my hon. and learned Friend on securing a debate that is very important to Lincolnshire. As a result of my campaign in the Allendale road in Hexham, we reduced the speed limit outside a school to 20 mph. Is that not exactly the sort of campaign that the Government should be encouraging? Should not Government guidance strongly recommend the lowering of speed limits in the vicinity of primary schools in particular?
My hon. Friend has made an important and valuable point. I am making general points about speed limits in villages, but there is a very good case for them to be even lower near schools. In parts of my constituency, there are 20 mph advisory speed limits. I think that those should be encouraged, and I hope the Minister will confirm that they will be.
The Government’s present guidelines also state that in exceptional circumstances—which must, by definition, be rare—a 50 mph limit may be used on higher-quality roads where there is little or no roadside development. Among the roads considered most suitable for that limit are primary distributors with segregated junctions and pedestrian facilities. They would usually be dual carriageway roads or bypasses that have become partially built up. Again, however—at least in Lincolnshire—many of my constituents feel that the guidelines are not being followed, and that there are 50 mph speed limits in residential areas where plainly they should not be.
One section of the B1188, which runs through Branston, is a good example. It carries in excess of 12,000 vehicles per day, more than many of the A roads that serve Lincoln. None the less, there is a 50 mph limit, despite the existence of a double bend with limited visibility and access to farmyards and residential properties on it. The combined cycle and pedestrian path on this stretch is narrow and in poor condition, and, in the vicinity of the double bend, it is adjacent to the carriageway, with no kerb or verge to protect users. Indeed, it is in such poor condition that many cyclists prefer to use the road, further increasing the risk of collision.
A 50 mph limit is also in place through West Willoughby, a small village on a main A road in my constituency, where the road has a blind bend with private and farm entrances, a bus stop in each direction, and a post box on one side only. There is also a blind summit just outside the village, which considerably restricts the view of drivers both travelling on the main road and trying to turn out on to it. Slow and large farm vehicles are of course a particular hazard in that area.
In both those cases, there has been no reduction in speed limits in accordance with the Government’s guidelines, despite strong urging from me and the communities affected. In those cases, as in that of Fulbeck, I would like the Minister to undertake to come to the communities concerned and to look at the situation with me and do all he can to persuade the county council to follow the guidance his Department has given.
I have already mentioned the fact—and it is a fact—that Government guidelines are clear that a village should have a 30 mph speed limit. The present policy in Lincolnshire simply does not allow for that, and instead counter-intuitively insists that a mean speed calculation be used to set the limit. In effect, speed limits are endorsing what are often dangerous speeds through residential village areas.
In the case of West Willoughby a mean speed calculation meant a reduction from the national speed limit to 50 mph, but anyone who has been through the village will know that that is still too fast for sight stopping distances on the blind bend. Current policy in Lincolnshire does not allow that to be taken into account, however. Indeed, so defective is the policy in its present formulation that it removes the possibility of any discretionary decisions by highways officers, meaning that obvious dangers cannot be considered when they clearly should be.
The mean speed method of establishing limits is ridiculous. In the course of calculating the mean speed, a recording of vehicle speeds is taken for a week, but that includes the speeds of drivers breaking the limit. Figures provided by Lincolnshire county council from one recording in West Willoughby gave an average of 800 vehicles a day exceeding the national speed limit of 60 mph, with 70 of them exceeding 70 mph. The mean speed is therefore pushed up by those breaking the law, and if that is used to set speed limits, that is clearly potty. If Government guidelines are to suggest the use of mean speeds for calculating speed limits, the methodology should be associated with rural open roads alone, not those passing through villages. I hope the Minister will tell me that he will make that clear to the county council.
In October 2011, I joined local campaigners from Fulbeck and West Willoughby in meeting my hon. Friend the Member for Hemel Hempstead (Mike Penning), who was then the responsible Minister in the Department for Transport. He agreed with us that no effective response has been made to local concerns for years and that action was needed. What is needed now is for the current Minister to get involved directly. I hope he will be able to tell me this evening that that is what he proposes to do.
I accept that there are particular circumstances associated with the county in which I make my home, namely the lack of trunk roads and the high number of small villages scattered in ribbon developments. That necessarily means that efficiency will dictate higher speed limits on open roads than might be the case in urban settings, but to suggest that it should dictate the same in village situations is to run the risk that the safety of my constituents will be trumped by the need to keep traffic moving between major population centres, which I could not accept.
I know that the Government are undertaking a general review of their guidelines to local authorities on local speed limits. I therefore want the Minister to tell me that he will listen to the points made by me and my constituents, and that if common sense based on guidance issued by his Department is ignored, as is too often the case at present, he will act to make the guidance on village speed limits binding. Only then will I feel that I have done what I can to ensure the safety on Lincolnshire’s roads of those whom I was sent to this House to represent.
(11 years, 10 months ago)
Commons ChamberI am afraid that I cannot give those details at the moment, because we are in negotiations. I know that my hon. Friend wants a better service for Milton Keynes, because every time he talks to me he talks about exactly that. As a member of the Transport Committee, he is one of those people who keep an incredibly close eye on this issue and he will no doubt pursue me at every opportunity.
I welcome the speed and transparency of the interim Laidlaw report and endorse the calls of other hon. Members for lengthier franchises. Today the all-party group on rail in the north looks forward to meeting the Minister of State.
I have already been there.
Yes, and I am sure that my right hon. Friend will be coming back.
Will the Secretary of State confirm that this Government’s increased investment in things such as the northern hub and the expanded service for the north will continue in the long term?
I am grateful to my hon. Friend for his question. My right hon. Friend the Minister has just told me that he looks forward to going back to the all-party group. My hon. Friend makes a very important point. Just before the summer recess we announced our plans for the railways from 2014 to 2019, which ought to have some very beneficial effects for all constituents. They include the largest electrification ever seen in this country—we are planning to electrify some 850 miles, which is a lot more than the previous Government achieved in 13 years.
(12 years, 6 months ago)
Westminster HallWestminster 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
Local activity is absolutely critical. In my own area, Cambridge city council has long prioritised this matter. When I was a councillor, I chaired the traffic management committee. Local activity in other areas is also important, so the Cambridge cycling campaign and the London cycling campaign do a lot of excellent work to keep up the pressure.
I am not going to list every cycling campaign in the country; I am sure that they are all excellent. Today, I hope that all Members will have a chance to speak and to focus on how cycling in this country can be further improved and encouraged. Both The Times campaign and the all-party parliamentary group take a holistic view about promoting cycling as a whole. That is what I hope that we can discuss today. The debate is long overdue and the need for change is pressing.
Let me talk briefly about the positives of cycling in case some Members are not aware of them. Cycling is the most efficient form of transport in the world. Many studies have highlighted its energy efficiency compared with cars, trains, buses, planes and even walking. A 2009 study by Professor David MacKay found that an average cyclist will use less than a third of the amount of energy required to walk, a sixth of the energy needed to travel by coach and an eightieth of the energy a car would use. When we consider that efficiency and the average distances that people travel, cycling becomes almost a no-brainer. Three-quarters of our journeys in this country are five miles or less. Most cyclists could travel such a distance fairly quickly. Of course cycling is not the answer to each of those journeys, but more cycling could be done. Cycling is efficient; we can use it for our basic transport needs. In the UK, cycling accounts for just 2% of all trips. That number should be far higher.
I cycled in to the House of Commons today from Fulham. Members can see that from my helmet hair. I support my hon. Friend and The Times campaign, and I hope that my local cities in the north-east—Newcastle and Gateshead—will institute the campaign as part of their ongoing work. I represent the small rural towns of Hexham, Ponteland and Prudhoe. Does my hon. Friend agree that we can apply this campaign to all such rural towns?
My hon. Friend is absolutely right. Rural towns and rural areas can also do things to promote cycling. The details will obviously be different, but the principle is the same. The benefits from having more cyclists on our roads are also the same, in that drivers and other road users will understand what is happening.
That is a brilliant idea. I have seen it done in Seattle, and it has hugely increased the number of cyclists.
Can we encourage each local authority area to appoint a cycling commissioner to push forward reforms? In that respect, I would go further than what The Times is asking for. Cycling obviously involves the Department for Transport, but local roads are run by local councils, so the Department for Communities and Local Government needs to be committed to cycling. We also need commitment from the Department for Education if we are going to get more youngsters cycling. Given the health benefits of cycling and the need for dangerous drivers to be caught and prosecuted properly, the Department of Health, the Home Office and the Ministry of Justice need to take cycling much more seriously, too. What can the Government do, therefore, to give the Minister the power and authority to get all these Departments working together effectively?
Yes, of course—actually, I won’t, because the hon. Gentleman has already intervened once, and loads of other people want to get in.
If the Government cannot give the Minister the power I described, what about appointing a Minister in each Department as a cycling champion or establishing a cross-Government committee of Ministers?
We need the Government to ensure that cycling provision and safety are properly considered at the outset in looking at all major transport issues and during the planning and implementation of urban developments. That would mean that we never again saw junctions such as the Bow roundabout and Vauxhall cross, which can subsequently be put right only at huge cost. That is the central point made by British Cycling’s road safety manifesto, but it is clear that things are not currently dealt with in that way. Earlier this month, for example, the Under-Secretary of State for Transport, the hon. Member for Hemel Hempstead (Mike Penning), who has responsibility for road safety, admitted that no specific consideration had been given to cyclists’ safety in the research into trials of extra-long lorry trailers.
I also want to speak about the derisory sentences drivers often receive after killing or injuring cyclists. For example, British Cycling employee Rob Jefferies was killed when hit from behind on an open, straight road in daylight by someone who had already been caught for speeding. Unbelievably, the driver got an 18-month ban, a retest, 200 hours’ community service and a small fine. That is in line with the guidelines, so there is no hope of an appeal.
The lorry driver who killed Eilidh Jake Cairns admitted in court that his eyesight was not good enough for him to have been driving, and he was fined just £200.
(12 years, 7 months ago)
Westminster HallWestminster 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
I will try to be a little briefer and more directly to the point. I make the fundamental point that I support the assertions in favour of the northern hub, and briefly reflect on the fact that we now have a situation where the Secretary of State is from Rotherham. Is that not a good thing, as a northerner? The Minister has been repeatedly up to Newcastle, both before and after the general election, and we have a Parliamentary Private Secretary, my hon. Friend the hon. Member for Harrogate and Knaresborough (Andrew Jones), who is from Harrogate and is a former vice-chair of the all-party parliamentary rail in the north group. It is a positive step to have Ministers and parliamentarians who are genuinely interested in transport in the north, and particularly in railways.
I endorse all that has been said on HS2. That does not mean to say that we do not have to monitor the contracts, support it in the right way and monitor it so it goes well, but fundamentally it is a great thing that we have HS2 investment and the degree of investment we have had in the northern hub, with the Ordsall chord and the electrification that has taken place, which will produce extra capacity. I regularly take the train from King’s Cross to Newcastle and, on the last two occasions, far from being happy-go-lucky in first class, I have sat all the way to York outside the toilets, because that was the only place where there was any space on the floor.
Some would say, “Quite right, too.” I do not think that everybody else is doing that, but the point is this: all of us see, commuting as we do to the north, the degree to which there is a lack of capacity on the trains at peak times. I support wholeheartedly the work that is being done by the North East chamber of commerce, which is very supportive of the northern hub, and by the Tyne Valley community rail partnership.
I want to raise one follow-on point from the northern hub and how Northern Rail in particular is conducting itself in the north-east and in Northumberland. If colleagues will indulge me for two minutes, I will explain. “Torchgate” is not a matter that I expect the Minister to solve, but it is important that she understands the great difficulties that Northern Rail has produced. There have been a number of new carriages applied to the Northumberland lines, but a failure—the key point—to actually light the areas such that for three days we had an extra carriage on the crucial 7.42 from Hexham to Newcastle and then the union decided that it was not safe for its drivers to walk in an unlit area to change it all around. Consequently, torchgate means that, in the absence of a torch and the ability to navigate from one end of the train to the other, the train has been cancelled to the great detriment of my local residents.
Hilariously, these trains are Leyland buses on wheels. They are the original 1985 Leyland national bus, which has been turned into a train, and upgrades are welcomed greatly, but the idea that in the north of the north we are being supported by Northern Rail and that the northern hub goes that way, is genuinely not being felt by local commuters and people who utilise this service.
I am acutely conscious that other colleagues wish to get in. I urge Northern Rail to change its approach, resolve the torchgate problem, increase the capacity on the Hexham line and, generally, address the manifest failure to be flexible. I suggest that the Minister can address this. All the rail companies that we have to deal with as we develop and move forward are not looking at what the customer wants: they are working out what they want to do, not what the customer wants to do. Let me give an isolated, easy example.
A plethora of fans want to support Newcastle United or Sunderland on a match day, including Saturday. People might think that it would be obvious for a rail company to lay on extra trains or carriages to entitle people to do that and travel in the right way, but that is not happening. I urge the Minister to speak to Northern Rail about the extent to which it can become more flexible, so that we can have a better, more functional rail system.
(12 years, 7 months ago)
Commons ChamberWe cannot do that, but for all the right reasons—because we have to go through the rigorous process of ensuring that we have got the line of route right. However, I can assure my hon. Friend that we will go through that process as fast as we can—but get it right—and then crack on with the rest of the Y-shaped network.
In the north-east and Newcastle this decision is welcomed, both by business leaders and because it is good for the economy. Can the Secretary of State identify to what extent HS2 will free up existing rail capacity on lines to and from the north-east?
We believe that it will have the potential to free up significant capacity. As for the potential that this will create for the conventional rail network on new routes and new station stops, Network Rail has been asked to do that work and will report to me later in the year. I look forward to reading that work with interest, and to sharing it with the House.
(12 years, 10 months ago)
Westminster HallWestminster 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
On that point, if one is doing statistics, I have the largest constituency represented in the Chamber. I very much support my hon. Friend’s point, but do not the Government need to change the legislation to ensure that local councils control the bus companies, rather than the bus companies being in control? A bus company can drop a route at the drop of a hat, and the local council has no control over the way the company runs that route. That is the origin of the problems we all face.
I thank both my hon. Friends for their interventions. To take them one at a time, I agree that we need to look at more progressive and more flexible options for rural communities, and local authorities need to look at how we drive those forward. There are things the Government can do to encourage that, and I will touch on those in a moment, but we should certainly be nudging people and leading the way in pushing local authorities to look at different options.
There are options in rural areas where a bus route is simply not economically viable for a bus company and where the rural authority might not have the funding to subsidise that route for very low usage. It would be advantageous if people could use a concessionary pass more flexibly, whether in taxis or other forms of community transport. The Government could make such an option available; I will touch on that in a moment. My hon. Friend the Member for Hexham (Guy Opperman) is right about creating the flexibility to allow local authorities to push things forward.
The cuts in funding to rural authorities, which already receive less than urban authorities, combined with the additional cost of providing bus services in rural areas, mean that rural residents are at an even greater disadvantage than urban residents. A 2009 Leeds university study on the use of passes showed that—in Lancashire, for example—76% of passengers live in large urban areas. It also highlighted the difference in the use of passes, with 53% of pass holders in urban areas not using their passes during a five-year period, compared with 71% in village areas. That might be because of lack of bus availability in those rural areas or higher car ownership, but it is clear that the bus scheme pushes higher usage in urban areas. The point is that although rural areas might have lower usage, buses are vital to those who use them. If we are not careful, we will create a vicious circle.
The Commission for Rural Communities and others, including the Countryside Alliance, have highlighted the lack of transport as a key to social exclusion in the countryside, which is already particularly prevalent among young, elderly and disabled members of rural communities, and it can only get worse against a background of rising fuel costs.
I am pleased to be able to speak on rural bus services. The issue is apposite because on 26 September Northumberland county council issued the report of its bus subsidy working group. I endorse the all-party work, led by Councillor Gordon Castle, to bring together a proper and legitimate way forward for the bus services of Northumberland. The problems of Great Yarmouth presented by my hon. Friend the Member for Great Yarmouth (Brandon Lewis) are common to us all and endemic in all our counties and constituencies. We have a common will and desire to change the policies of the past, which have seen a gradual decline in bus services, to the detriment of people in rural areas. I hope and pray that the Minister will take on board and progress the excellent suggestions arising from today’s timely and proper debate.
I represent the second largest constituency in this country, and rural bus services are clearly an important factor. Without question, the Hadrian’s wall bus service provided by the Hadrian’s Wall Heritage company and Northumberland county council provides a great service for tourism. Not only rural bus services are at stake, however, and I do not want us to fall into the trap of being champions solely of those suffering from rural fuel poverty and poor rural bus services, because those matters are also common to the market towns and villages in our constituencies. Those areas are not fundamentally rural, but include 5,000 or 3,000-people towns that are absolutely dependent on bus services. All of us could highlight individual areas of rural bus poverty—if that is the proper expression—that we could describe, note and champion, but the little towns and villages also need support. That is what I particularly want to discuss.
I have the great fortune—I express that passionately—to have three particular bus champions in my constituency who regularly fill my postbag. In Prudhoe, I wish to cite Robert Forsyth and Amanda Carr, who promote the cause of buses and are, quite rightly, on the case of bus companies such as the euphemistically named Go North East, which does not seem to go very far or to continue to go very often—it would be well named, if only it fulfilled its name. They champion the desire of local people to have buses that support them in local villages. The Hexham Courant, my local paper, has supported Mrs Carr. Her mother and mother-in-law try to take the children to and pick them up from school using the local bus service but, if it goes, they will not be able to do so, so continuing to work will be impossible and there will be huge difficulties on the way ahead.
My hon. Friend is making some good points. People often think that rural bus services are a bit of a luxury—some have cars sitting in their drives but choose to use bus passes because they have them—but they underestimate the poverty and the number of those struggling on low incomes who use the buses to go to work, school or hospital. In Cornwall, we have only one acute hospital for the whole county, which is more than 100 miles long. CAB Cornwall, the citizens advice bureaux, has done some excellent work showing the cost to society of the lack of affordable access to transport. High numbers of people miss doctor or hospital appointments, which is detrimental not only to personal health but to the whole of society because of the costs of them not accessing such vital services.
As always, my hon. Friend makes a telling point, and I endorse entirely what she said.
Certain organisations are stepping into the breach, and I would like to support the work of Adapt, which has stepped in to provide an essential public service but has gone further than traditional countryside bus provision. It targets those who need the service by operating a dial-a-ride scheme, picking up local residents from their home. The service has proved extremely successful and invaluable to those with young children and to the elderly, who felt that their access to buses was limited under the old, more traditional provision. I totally endorse the dial-a-ride system as the way forward for traditional rural bus services that are failing to provide.
I want to finish with two particular points, which relate to what the Government can do for us, touching first on integration and secondly on the degree of control that Government and local councils have over bus services. I represent a constituency that is entirely in Northumberland, but Durham is below me—it is good to see my neighbour in the Chamber, the hon. Member for North West Durham (Pat Glass)—Cumbria is to the west, Newcastle is to the east, and the bus services have to integrate. I also have Scotland to the north and, although we do not have an awful lot of bus services to Scotland, there should still be a degree of integration.
The sadness is that there is no integration between individual bus services operating in one county and the next—that must come from the Government giving guidance. We have the bizarre situation of the bus companies literally not talking to each other, let alone planning individual services with each other.
To go further, we rightly have a degree of competition, with bus companies able to provide local bus services, but we can have the bizarre situation of two bus companies competing for the same journey, with the result that neither can make a profit or provide a service and we end up with no bus company in that area. The Government must be able to find some way to enforce a degree of integration when the ultimate contract is awarded to a bus company, so that the parties and partners work together and not against each other.
To reinforce that point, I have an example for the Minister. If I am a concessionary pass holder in Wales, I cannot use my pass in England, but if I am one in England, I can use my pass in Wales—there are one or two exceptions in north Wales and the border counties. That situation displays a ludicrous lack of foresight. If the Minister can square that with the Welsh Assembly, he would be doing an even better job than he is doing at the moment.
I am grateful for the example. We could all provide examples of our bus companies and the respective counties in charge of bus services not working together. There are good examples: we have a partnership in Northumberland with the Newcastle system, which works very well, but it is an isolated example, sadly. I urge that degree of integration. Surely that is localism in its purest form—the degree to which local organisations talk to each other, rather than existing in a silo, which has been the case for so long.
I finish on the point I made to my hon. Friend the Member for Great Yarmouth. The Local Government Association is in broad terms seeking greater control of bus companies. We have the Government as the ultimate provider, which is passed down to county councils, and the county council then abrogates the responsibility to individual bus companies. The bus company then runs the show. It can stop a service, or do whatever it likes with it. The Government must give guidance to the local authority so that it works with the bus company, and the company does not stop a service just because it does not like it after the contract has been awarded.
Will my hon. Friend consider a problem that applies to the Isle of Wight? I do not accuse Northumberlanders of this, but in some areas—mine is one—there is a bus monopoly. In my constituency there is a complete monopoly, and one bus company covers the whole island. There is no entry, and that should be considered.
The point that my hon. Friend made about the Government communicating with councils is key. Whether on integration or the funding formula, one of the biggest issues for North Yorkshire county council was that it was landed with a £5 million deficit with no communication from the Department for Communities and Local Government. I urge him to press his point, and to press the Minister to bring county councils that have been particularly affected down to London now, to ensure that the next settlement is better organised.
It is hard for me to improve on the last two points. Both hon. Friends made good and telling contributions. Greater localism, which surely brings all parties together, is a way forward. The individual silo system, with individual counties and companies working alone, has existed for far too long. It is for the common good and ultimately that of the Government to bring everyone together, bash their heads together, and get a better system.
My hon. Friend says Tyne and Wear, and I am sure that the Minister, who has inherited this situation, will tell us where the contracts have been a success. There was progress in some areas, but we need to go further. I shall move on to that in a moment.
Some areas have not been mentioned in the debate, but they face severe cuts, and some local authorities, such as Cambridgeshire and Hartlepool, are threatening to withdraw funding from all supported bus services. My hon. Friend the Member for North West Durham (Pat Glass) set out some of the problems in her area. Elsewhere in the north, Teesdale faces the prospect of having no buses at all from Christmas. That will be devastating for those affected, who often rely on buses as their only way to get around, be it for work or leisure, or to get the basic essentials. We have heard different perspectives on what the solution should be for such areas, and I ask the Minister to say more about the transport and services that we as a country are prepared to support.
I have been listening very closely to the past eight minutes of the hon. Gentleman’s speech. Prior to that, we were having a cross-party debate in which all Members agreed that things could be done. I accept that we are in an age of austerity and that individual councils, whatever their political make-up, have to make big decisions and face difficult problems. Thus far, however, the shadow Minister has solely addressed the lack of funding—which is, of course, a difficult issue—but he has not said what he would do on behalf of the Opposition. That is what I would like to hear, perhaps in relation to comments made by my hon. Friend the Member for Great Yarmouth (Brandon Lewis) and other Members.
In that case, I am delighted that the hon. Gentleman will be sticking around in the debate.
There is a debate about what kind of transport service we should have. I understand the point made by the hon. Member for Broadland (Mr Simpson) before he had to leave about “use it or lose it”, but equally, the point has been made that some rural areas will never experience the mass usage of public transport seen in more urban or built-up areas. We should not say as a country that because some services are not frequently filled to the brim, we should be prepared to remove them. We want greater focus on dial-a-ride schemes such as those mentioned today, and we must find alternatives to running large buses that are never full through rural communities—such a system is not satisfactory on cost grounds because, as the commercial operators of those companies say, the cost per passenger is often sky high. Neither does it satisfy us on environmental grounds, so we must be bold in enabling communities to look at alternatives.
One key area that the Government should explore concerns empowering local authorities and handing greater control to local areas to fund and support the services they want. Funding and support from central Government are critical to that, and the scale of the cuts is having a devastating effect in some areas. There is frustration in many parts of the country, be they rural or urban, about the inability of local authorities to access all the disparate funding streams that go into supporting buses, and at the way that services are contracted. In areas such as Barrow and Furness, some services within the town and elsewhere are commercially viable, while others require support. It is time to look again at how we are forced to contract out those services and cannot mix up the provision and procurement that currently goes to private providers. When the Minister rises to his feet, I would like to hear what he thinks of our idea of integrated transport authorities, and about what can be done to enable swift moves towards that and give local communities more authority.
We need to address the issue of free bus passes. I am fascinated by the idea that that was a bear trap left by the previous Government—the idea is that new Ministers have fallen into it and been trapped—because I am sure that before the election I heard the Leader of the Opposition, now the Prime Minister, accusing his Labour opponents of lying when they suggested that there could be a change or a threat to the free bus pass for the over-60s as installed by the Labour Government. Now we see Government Members queuing up to say that it is wrong and should go.
(13 years, 7 months ago)
Commons Chamber1. What steps he is taking to encourage the take-up of low-emission vehicles.
Eighty-four per cent. of journeys are undertaken by car. Tackling car-produced carbon by fostering and supporting the decarbonisation of motoring is therefore one of the Government’s key transport priorities. The spending review announced provision of more than £400 million for measures to promote the uptake of ultra-low carbon vehicle technologies. Those include support for consumer incentives, development of recharging infrastructure and a programme of research and development.
My local pub, the Battlesteads inn, which is award winning and excellent, has an electric car-charging point. It is one of the few in Northumberland. The problem is that the ability to recharge is dependent on the north-east’s sole recharging point. When will the system be made nationwide?
As my hon. Friend knows, the north-east is one of the areas that has been selected for support in the plugged-in places pilot, so there will be a roll-out of further charging infrastructure in the north-east. The Government are currently considering the options for a national roll-out of charging infrastructure and how we mandate that. We will publish our decisions in due course.