Bus Services: England

Debate between Guy Opperman and Bill Esterson

Tuesday 21st May 2024 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Guy Opperman)]

It is a pleasure to serve under your chairmanship, Ms Vaz. You wait ages for a debate on bus services and then there are two in a day. It is understandable and appropriate that, for the second time today, I rise to my feet in Westminster Hall to address the state of the nation in terms of our bus network. I will briefly set out, before I am probably interrupted by a vote, some key thoughts.

I endorse the comment by my hon. Friend the Member for Stoke-on-Trent South (Jack Brereton) that franchising exists already. Local authorities can do this already—[Interruption.] As the hon. Member for Sefton Central (Bill Esterson) chunters away, having been laughed out of court earlier on, the key point about Labour policy is that it is very keen to propose franchising but there not a squidge of an iota about money. The money that goes to the Mayors for the franchising is the key difference. What the Labour party is proposing is a franchise policy without any fiscal assistance. In reality that will result in a far worse system. If it was so broken, there were 13 years of Labour government when they could have changed it.

When the hon. Member for Sefton Central gets into government—if we were ever so misfortunate for that to happen—he will realise that what he is proposing is genuinely not a good idea without significant extra funding. Labour will not commit to this, as the funding will not follow, so a local authority would struggle to provide even the quality of the services that it is providing at present.

Enough of such claptrap. I move on. I congratulate my hon. Friend the Member for Stoke-on-Trent North (Jonathan Gullis) for bringing the debate to the Chamber. It is entirely right that he set out that the covid pandemic has had a massive impact and that slowly but surely the funding situation and take-up is improving. If we look at base funding as a starting point, we have doubled bus funding in this country since 2010. We are in a situation where the degree of support is off the charts compared with yesteryear. We all accept that operators and local transport authorities have been working in a challenging environment over the last few years, but the key point is that there is great collaborative work happening locally between local transport authorities, bus operators and passengers. The regulatory framework put in place by the Bus Services Act 2017 and the largest public investment in bus services in all time—we have announced over £4.5 billion of support to improve services since 2020—are significant.

Over £2 billion of this funding has been allocated to every single local transport authority in England to help to deliver its local bus service improvement plans, which help to deliver more frequent, more reliable, easier to use and cheaper bus services. I want briefly to talk about Stoke-on-Trent specifically. Clearly, the way the funding has been used is an example of the kind of change that we are seeing. Stoke-on-Trent City Council has been allocated over £33 million from the DFT to deliver its bus service improvement plan, including an extra £1.4 million this year in funding redirected from HS2 through Network North. I am pleased to see that investment bearing fruit, with a number of bus service enhancements being introduced across Stoke-on-Trent. That provides better, more frequent services to help people to get to and from work.

I am not going to go through all the villages that have benefited and all the changes also that have taken place in the other parts of Stoke, as they were outlined by my hon. Friend the Member for Stoke-on-Trent, but the good news does not stop there. The local affordable fares scheme—the £3.50 scheme—is clearly something to be lauded. There is also the £2 single ticket, which is again subsidised and paid for by the taxpayer, arising out of the HS2 funding. There was talk today about funding, but not a word was said about whether that would continue under any Labour authority or any Labour Government. As my hon. Friend the Member for Isle of Wight (Bob Seely) explained, this is the key thing to transform the ability of low-income people to get to work and get about in whatever community. It is such a transformational thing. That £600 million, again, arises out of and is continued by the HS2 funding.

I listened in great detail to all the speeches, and I noticed that many colleagues were keen to laud and be pleased about the zero-emission bus regional areas funding, known as ZEBRA 2. My hon. Friend the Member for Isle of Wight, who has campaigned and repeatedly beaten a path to my door, managed to secure £4.5 million for zero-emission buses on the Isle of Wight with ZEBRA 2.

Self-evidently, colleagues were keen to extol the £3.1 million ZEBRA funding for Staffordshire, albeit that Stoke is not particularly affected. I am surprised not to be lauded for the fact that Devon County Council has received £5.3 million for zero-emission buses. I was genuinely stunned and amazed to receive no thanks from the local MP, the hon. Member for Sefton Central, for the fact that Liverpool City Council, the combined authority, received £9.4 million, and that the Government are funding zero-emission buses to a massive degree. As always, the glass is half empty and there is no laudable attempt to accept that a transformational difference has taken place with zero-emission buses.

We can also look at the local transport fund, which is utterly key for places such as Stoke. That is due to a decision by the Prime Minister in respect of the second leg of HS2. I am still unaware of the Labour position on that, as always, with no word on funding. That is £4.7 billion of extra funding, of which Stoke-on-Trent benefits to the tune of £134 million. I want to address some of the key points about Stoke on the issue of the cap. I entirely agree with the Prime Minister and not with the local authority leader, I am afraid. This is something that can be entirely addressed by local authority funding. As I am setting out in detail, there is a plethora of extra local authority funding that could be used in this way.

[Bill Esterson]

What about all those cuts in 2010?

[Guy Opperman]

The hon. Gentleman talks about cuts in 2010. He does not seem to remember Gordon Brown selling the gold, bankrupting the economy, and a note written by a Labour MP that famously said:

“I’m afraid there is no money.”

[Bill Esterson]

What is the state of the economy now?

[Guy Opperman]

The hon. Gentleman has a brass neck to come to this House and start saying that 2010 was about anything other than a disastrous Labour Government who were rightly voted out. We will move back to Stoke, if I may.

My hon. Friend the Member for Stoke-on-Trent North will be aware that the local transport fund has been transformational. The £134 million can be used for buses and to improve bus routes. It could also build on the substantial investment the Government have put into local transport through the transforming cities fund, where Stoke has again been awarded £34.6 million, as one of the many beneficiaries. I have twice touched on the point about concessionary travel. I regret to say that I manifestly disagree with the local authority leader, and sincerely hope he has the guts to reply, after more than 100 days, to my hon. Friend’s letter.

I am conscious of time and the incoming vote. I have touched on discretionary fares and other key points. It is outstandingly the case that the zero-emission buses will make a huge difference to their areas. I welcome what has taken place on the Isle of Wight and in the other local authorities I have discussed. As my hon. Friend the Member for Isle of Wight rightly said, it is not just in Conservative-run areas or where there are Conservative MPs; it is across the country. On the point about cash, we are aware of the importance of that and would encourage private operators to ensure that alternative payments continue.

My hon. Friend the Member for Sedgefield (Paul Howell) made a point about his constituency. It was a pleasure to go to the Fishburn Youth and Community Centre, where I enjoyed a delicious pancake on pancake Tuesday. Clearly, there is some positive news in terms of what Arriva is doing in relation to the X12, but I continue to want to see better work between Durham County Council and the individual provider.

This has clearly been a difficult time, with the covid pandemic and the war in Ukraine, but we absolutely believe that Stoke is doing better and that, with the record funding that is going in, a better future lies ahead for bus services.

National Networks National Policy Statement

Debate between Guy Opperman and Bill Esterson

Tuesday 26th March 2024 Commons Chamber

[Bill Esterson (Sefton Central) (Lab)]

I had anticipated a slightly longer opening speech from the Minister. Nevertheless, here we are today to debate a new national networks national policy statement, a decade after the previous statement was published in 2014. The right hon. Member for Welwyn Hatfield (Grant Shapps) originally promised that the Government would review the NNNPS in July 2021, but here we are, nearly three years on from that promise and a decade on from the last published statement. Perhaps the Minister could explain why it took so long to get to this point.

The UK committed to reach net zero by 2050 when we signed the Paris agreement in 2015. It is not good enough that it took nine years for net zero to finally be integrated into the NNNPS. Since 2015, we have moved backwards on net zero. Just look at the Prime Minister’s delaying of the end of the sale of new petrol and diesel cars and vans. This rowing back on net zero is not just a disaster for the planet; it will worsen the cost of living crisis for drivers, with an estimated cost to consumers of an eye-watering £13 billion in higher fuel costs as a direct result of the Prime Minister’s decision.

Then there is the mess he made of HS2. The irony and symbolism of where he made the announcement is lost on no one: a disused railway station at the end of the proposed line. Everyone recognises the impact of the decision on net zero. Even the writers of “The Thick of It” would have dismissed such a plotline as far too implausible.

Freight trains have 76% fewer emissions than the equivalent road transport capacity, but because of the Prime Minister’s chaotic decision making, half a million more lorry journeys will add to the clogging up of our roads every year by carrying freight that could have been delivered by rail. I wonder whether the Minister will respond to that point about rail freight.

[Guy Opperman]

The hon. Gentleman has raised a legitimate point about HS2. Clearly the Prime Minister’s decision on 6 October was to redistribute that funding to a variety of projects, particularly in the north, but what is the Labour party policy? Is its manifesto proposal to continue with HS2 and the second leg or not?

[Bill Esterson]

It is a shame that the Minister did not stand up to announce that the Government had found some miraculous way of returning to the consensus. We know that the Conservatives have taken a wrecking ball to the HS2 project, and that they blew the budget, which is why they cancelled it, so we are not going to be able to revive it. After the rushing through of the fire sale of the land, the downgrading of ambition on major stations such as Euston and the reallocation of funding originally meant for HS2, which I think he referred to in his speech, there is no way we would be able to revive it.

Is it any wonder that the Transport Committee has warned us that there is still a lot of catching up to do when it comes to our climate change commitments and to ensuring that we deliver major infrastructure projects on time and to budget? The Transport Committee’s members made their concerns crystal clear when they said that

“the Government should have been proactive and reviewed the NPS upon the introduction of Net Zero targets, and should do when any changes are made to net zero target policies”.

Yet the latest national networks national policy statement still leaves gaps, notably in its admission that

“residual carbon emissions as an impact of NSIP”—

nationally significant infrastructure project—

“schemes are acceptable”.

There is a further lack of clarity over what “residual carbon emissions” means in practice, and the policy statement does not offer a process to distinguish between acceptable residual emissions and emissions that would mean carbon targets would not be met. The Transport Planning Society has even warned that the contradiction between the NNNPS and the transport decarbonisation plans is “potentially incredibly dangerous”.

We all know that our planning system is broken, with too many projects bogged down in development limbo for years on end as they wait for a decision, but the Transport Committee has warned that the gaps in this policy statement that I have just identified could lead to even more costly and time-consuming legal challenges to major projects on climate grounds. This would slow down our snail’s-pace planning system even further, and it is the taxpayer that would pay the price for the delays.

The flaws in the statement do not stop there. The Government have failed to take into account local authority-level targets and carbon budgets, to ensure that the local level impact of major development projects is taken into account. Meanwhile, Midlands Connect warns that sub-national transport bodies have also been snubbed. Many of these bodies have already developed strategic transport plans at regional level to support economic growth and reduce carbon emissions. They should not be ignored.

The National Infrastructure Planning Association has highlighted a lack of clarity in a number of areas, such as the frequency with which policy is reviewed, and the need for further detail to be published. The organisation warned that “weak links” ultimately result in

“delays to decisions on DCO applications”.

It warns that those delays to development consent orders could

“slow down the delivery of Nationally Significant Infrastructure Projects”.

So will the Minister tell us whether the Government are going to take the action that is needed so that Britain does not fall even further behind in the development of vital national infrastructure?

On the subject of existing delays to planning, the planning process has already become cumbersome and slow under this Government, with the time taken to grant development consent orders increasing by 65% since 2012, to more than four years. In response to the Transport Committee’s report, which flagged the planning system as a key source of delay in delivering infrastructure projects, the Government themselves even admitted that they recognised

“the need for modernisation and reform to the planning system”.

I have covered the shambolic approach to HS2, but a whole range of other major infrastructure projects that the Minister’s Department is supposedly committed to delivering have seen soaring costs and repeated delays. Years of failure to deliver rail infrastructure upgrades such as the midland main line have robbed communities of the benefits of better transport services.

The Minister mentioned his so-called Network North proposal, but I remind him that 85% of its projects are reannouncements. Much of the investment is not even in the north. In fact, some of it includes filling potholes in London—I do not think it is just north London, either.

Although the headline figure masks the fact that the money is spread over 11 years, as we established at Transport questions on Thursday, the average annual funding is equivalent to only a third of last year’s increase in the backlog of local road repairs. The consequences of these failures are not theoretical but all too real. Communities are being denied the huge economic opportunities that transport infrastructure projects can deliver, and they are currently stuck relying on creaking Victorian infrastructure.

The reality is that this Government’s track record on delivering nationally significant infrastructure projects is woeful. Today’s debate should be an opportunity to review and to learn from what has gone wrong after 14 years of delays, failures to deliver, constant policy changes and contradictions. Unlike this Government, Labour is committed to meeting our climate obligations and to getting Britain building again.

We recognise the need to address the bottlenecks on our rail network to cut congestion and emissions, which is why we have committed to a credible and transformative programme of transport infrastructure investment to link our towns and cities, particularly across the north and midlands. We also recognise the need to deliver for drivers by cutting congestion, improving the state of public transport and removing the barriers that are blocking the electric vehicle charging infrastructure roll-out.

Labour will do what this Government have failed to do by reforming the broken planning system to ensure that upgrades and progress on our transport infrastructure are actually delivered. Labour’s plan for government will accelerate infrastructure delivery, extend the reforms in the Levelling-up and Regeneration Act 2023 and ensure that the action plan for the nationally significant infrastructure projects regime covers the Transport and Works Act 1992, the Highways Act 1980 and the hybrid Bill process. We will encourage active travel, support public transport and give local authorities the power to better integrate their local transport networks.

We have launched an independent review of transport infrastructure. Driven by industry experts, the review will explore how transport infrastructure can be delivered on time and on budget, learning lessons from the mess that this Government have made of major projects such as HS2. We will update all national policy statements within six months of taking office to ensure they help, not hinder, the construction of important transport infrastructure projects.

Labour is serious about learning the lessons from the staggering failure of the last 14 years. We accept that this national policy statement improves on what came before in some areas, which is why we will not oppose it today, but the Minister really should set out why he believes that the policy statement’s lack of clarity on crucial points, particularly on climate change commitments, will not worsen the delays that are already slowing our planning system to a crawl.

If the Minister cannot or will not provide those answers today, Labour will look again at the provisions when we embark on our own review of the national policy statements. As we seek to ensure that we both respect our climate change commitments and deliver on our mission to get Britain building again, Labour does not accept the managed decline of our vital infrastructure. We will not accept barriers and blockages to the upgrades we need for smoother, greener transport and to enable everyone to benefit from the enhanced economic opportunities that will follow from better transport connections.

Britain is the country that gave the world the railways. We can and should be leading the world on delivering better, greener transport infrastructure. In government, Labour will make that a reality.

Victims of Road Traffic Offences: Criminal Justice System

Debate between Guy Opperman and Bill Esterson

Tuesday 30th January 2024 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Guy Opperman)]

Thank you very much indeed for your chairmanship, Ms Nokes. I congratulate my hon. Friend the Member for North Devon (Selaine Saxby) on securing this very important debate. Sometimes Parliament is knocked or decried for its lack of impact, but nobody could have listened to the debate and not realised that what is being raised is of real importance to individual Members of Parliament, on a cross-party basis, and the families who have been so affected.

Road safety matters to all of us. As we are all aware, the solutions are complex, but that does not mean that we should not try to grasp them or engage with them, or that we do not take debates of this nature very seriously indeed.

We are on a journey. I am a veteran of a 20-year legal career, having prosecuted many of these types of cases and defended some, and there was no victim impact statement when I started out. It just did not exist; the victim was never consulted in any way whatever. I have been a cyclist for the past 40 years, and there were no such thing as cycle lanes in days gone by. The hon. Member for Leeds North East (Fabian Hamilton) is entirely right that things are getting better, albeit we have a way to go.

Having just been with the fantastic people who work at Active Travel England, which is based in the constituency of the hon. Member for York Central (Rachael Maskell), and having cycled around the Roman and medieval streets of York with all their complexities, I fully understand that putting cycle infrastructure in such a town is very difficult. Active travel did not exist before, and it clearly has a way to go before it is as good as all Members would like it to be. We are all on this journey, and solutions will not be ticked by this Government or the next one straightaway, but there is an acknowledgement that we are all, on a cross-party basis, trying to improve the situation, and that is something we should get behind.

Before I get into the nuts and bolts of the debate, I put on record that colleagues are entirely right to state the impact that this issue has had on individual families, including that of Harry Webb, represented by my hon. Friend the Member for Brecon and Radnorshire (Fay Jones); the Saltern family, represented by my hon. Friend the Member for North Cornwall (Scott Mann); the Winterburn family, represented by the hon. Member for Leeds North East (Fabian Hamilton); and the Chapman family, represented by my right hon. Friend the Member for Aldridge-Brownhills (Wendy Morton). There is also the tragic case raised by my hon. Friend the Member for North West Norfolk (James Wild); the case specifically raised by the hon. Member for Merthyr Tydfil and Rhymney (Gerald Jones)—I will come to new clause 49 of the Criminal Justice Bill in a second—as well as the case of Sharlotte, raised by my hon. Friend the Member for Stoke-on-Trent North (Jonathan Gullis); and the Gayle family case, raised by my hon. Friend the Member for Wolverhampton North East (Jane Stevenson). Those families all have tragic and terrible stories to tell, and it is right that their representatives make the case for a better system. I take all the points on board. There is much being worked on by various Departments, which I will try to address in the limited time I have.

I represent the Department for Transport and have supported the all-party group; in fact, many years ago, I sat in this room while our colleague Lord Austin led a debate on these issues in this Chamber. This is clearly a cross-departmental matter, and we need to stress that the solution is cross-departmental. I give apologies from the Under-Secretary of State for the Home Department, my hon. Friend the Member for Newbury (Laura Farris), and the Minister for Crime, Policing and Fire, my right hon. Friend the Member for Croydon South (Chris Philp), who are debating the Criminal Justice Bill as we speak and addressing, for example, new clause 49, tabled by the hon. Member for Merthyr Tydfil and Rhymney, on the use of private roads and the impact of particular cases that arise. That is something to be discussed in the House, in the Public Bill Committee.

I should also point out that I bear scars myself. On 23 June 2019, I was the victim of a pretty serious road traffic accident. I broke my ankle and ruptured my knee ligaments when I was knocked off my bicycle by a car on a London street, also not in a designated lane. I still bear the scars, and my running days are definitely over as a result.

We want to foster an environment of safety. Great work is being done to pursue that. I agree with my hon. Friend the Member for North Devon that the word “accident” should no longer be used; indeed, the Department for Transport no longer uses it. The appropriate terms are “crashes” or “collisions”, and we encourage others to use them. My hon. Friend will understand that “accident” is the correct word in certain pieces of legislation, but the prevailing approach of various Departments is a difference and a change in words. I hope it is of benefit that my brief includes not just roads but road safety and active travel, as we try to bring those things together. I have certainly been fighting to address them.

In the time allowed, I will try to address the particular points raised. I will start with the issue of escalating penalties. Section 65 of the Sentencing Act 2020 provides a statutory aggravating factor, stating that:

“The court must treat as an aggravating factor each relevant previous conviction that it considers can be reasonably be so treated”.

Judges must therefore consider the appropriate level of any sentence uplift justified by that factor as part of considering the full circumstances of the case. I will come to the point made by my hon. Friend the Member for North West Norfolk, but the point is fairly made that these are relatively young pieces of legislation. The changes that the Government brought in to make sentencing take account of aggravating factors are still being worked through the criminal justice system.

Although I cannot speak specifically for the Lord Chancellor and the MOJ, it is unquestionable that, as cases take place, one can review guidance, take a second look at each situation, and see to what extent and how sufficiently the aggravating factors are being taken into account. That is not something that one can do straight away, but one can step back, take a proper review and look at that in a bit more detail. I will come to the increases in sentencing in a second, but first let me turn to the issue of compulsory retesting. I take the point that has been raised. Clearly, it is a cross-departmental issue, but there is, none the less, a mandatory retesting requirement on causing death by dangerous driving, dangerous driving and causing serious injury by dangerous driving. I accept, however, that the last update in the guidance was 2015, so it is something that the Department for Transport is considering. That is an ongoing process and, as Members will see when I come on to mention particular cases, there are many factors at play, ranging from insurance to consequential impacts on sentencing.

Let me turn now to increasing the maximum sentence for dangerous driving. As was outlined by my hon. Friend the Member for North West Norfolk, the sentence has been increased: the maximum penalty for dangerous driving while under the influence of drink or drugs went from 14 years to life. I accept that that was of little comfort to my hon. Friend the Member for Stoke-on-Trent North and his constituents, but, at the very least, the Government have listened and taken action. I take on board the criticisms of the sentences. It is a dangerous thing for Ministers to start criticising individual judges for the way in which they reach their decisions, so I will not get into that without being fully party to all the circumstances. None the less, as I think the Ministry of Justice will do, there is a legitimate case for reviewing the sentences and the totality that followed those particular cases and establishing proper guidance. That is what is done with other offences. That is what will be done in this case and I hope the affected families will feel assured to know that that process is in hand.

In respect of the exceptional hardship point, having prosecuted and defended a similar case, I know that it is up to the individual defendant to raise exceptional hardship; the presumption is not that one can bring that forward. The Sentencing Council’s explanatory guidance makes it absolutely clear that it is for the offender to prove that these circumstances exist and that they are, and must be, exceptional. If it is genuinely the case that the argument has been made that the exceptionality is not being implemented in the appropriate way, that is something for us to review. I take the assertions on board, but it is ultimately up to the sentencing court to genuinely take that into account. I stress very strongly that it cannot be that it is an inconvenience; it cannot be anything other than truly exceptional hardship. The loss of one’s driving licence does not constitute exceptional hardship in any way.

Let me turn now to the extraordinarily vexed issue of speeding. Any Welsh MP will know of the issues relating to the 20 mph situation and the complexities that that has brought, but at the same time, as I said in this Chamber barely a month ago, there is, in my respectful view, a consensus that 20 mph zones outside school are utterly accepted. There is no question of any of us going back on that—in fact there is massive encouragement. Frankly, those schools that do not have 20 mph zones need to take a long hard look at that, which might involve local councils and parish councils as well. Exceptional circumstances may apply in relation to the location, but, as a broad presumptive, this House is utterly committed to that in those circumstances. The blanket application of that, in my respectful opinion, is much more difficult to achieve, but, at the same time, just because a policy may be difficult to achieve does not mean that we cannot attempt to address it. The point is fairly made in the report and it needs to be made again here: the impact evaluation of the national speed awareness course, which was published in 2018, found that participation in that course was more effective at preventing speed reoffending than fines and penalty points. That is proper evidential data that we should take on board. I think that there is a widespread and strongly held view across the House that greater use of such courses is the way ahead and a much better approach than the simple approach that has been put forward.

I will briefly touch on new clause 49, proposed by the hon. Member for Merthyr Tydfil and Rhymney (Gerald Jones). I met him yesterday, having met him previously when he raised his constituent’s case at PMQs.

[Bill Esterson]

Will the Minister give way?

[Guy Opperman]

No, I will not. Sorry, I have only three minutes, and I have loads of points to address.

New clause 49 is a cross-departmental matter. Clearly, it will be debated, but complexities are involved in doing what the hon. Member for Merthyr Tydfil and Rhymney proposes for private land. Those range from military vehicles and the extent, to issues with insurance and the like, but I very much take on board the point that the hon. Member raised.

I entirely accept that police forces have differing approaches when it comes to the thorough investigation of serious collisions. Effort is being made by the chief constables to change that, and I would urge the Home Office to drive that forward. Without a shadow of a doubt, some police forces are better than others in relation to the issue of recognising crash victims as crime victims. It is clear that the victims code permits and, frankly, encourages victims of road traffic offences to seek the support that they require. The Ministry of Justice, which provides police and crime commissioners with annual grant funding to commission local, practical and therapeutic support for victims of all types, should apply that to individual crime victims who have suffered crashes or collisions.

I respectfully suggest that the Department for Transport is very keen on the expansion and understanding of the highway code. It has spent millions of pounds on that, whether through its Think! campaign, social media campaigns, factual awareness campaigns or other particular ongoing campaigns on radio, digital, video-on-demand and social media. We genuinely wish to push those campaigns.

I totally accept that this is a work in progress, and on a cross-departmental basis. I assure my hon. Friend the Member for North Devon and this House that we will meet the three key Departments to try to drive forward an integrated Government policy on all these matters. It is not for one Department to fix this; it should be done on a cross-departmental basis. I thank my hon. Friend for securing this debate and all my colleagues for bringing this matter forward.

Road Humps and 20 mph Speed Limits

Debate between Guy Opperman and Bill Esterson

Tuesday 5th December 2023 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Guy Opperman)]

How is this relevant to the debate?

[Bill Esterson]

I am very glad that the Minister asked me that, because I am about to make exactly that point. Combined, those changes would save drivers hundreds of pounds a year in lower insurance costs and cut journey times by reducing traffic on our roads. What a contrast that is with what the Conservative party offered at its conference, where, instead of taking steps to support drivers through the cost of living crisis, the Prime Minister was reduced to parroting bizarre conspiracy theories about so-called 15-minute cities. It is increasingly clear that he has nothing left in the tank. With the Conservative party becoming more and more detached from reality, it is clear that only Labour can be trusted to focus on the real concerns of drivers.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Guy Opperman)]

It is a pleasure to serve under your chairmanship, Mr Robertson. I congratulate my right hon. Friend the Member for Chingford and Woodford Green (Sir Iain Duncan Smith) on securing the debate and all colleagues on a constructive, positive and engaging cross-party debate. Politics aside, that was sadly missed in a speech in which 95% was written by a very enthusiastic staffer and about 5% was on the subject matter of the debate.

[Bill Esterson]

Will the Minister give way?

[Guy Opperman]

I will come to the hon. Gentleman in a second, but I want to start with a few key points.

Clearly, road safety is a priority for us all. It is a priority for Government, Opposition, all political parties and all local authorities. Clearly, all road deaths are tragedies for all affected, and injuries can cause suffering, economic loss and life-changing misfortune. My right hon. Friend the Member for Chingford and Woodford Green was entirely right to mention the individual circumstances of his local constituents, whether that was Mr and Mrs Thorne, Mr Gilbert, Mrs Gauld, Mr Mckinley or Mr Thackeray. Their upsets and concerns are legitimately raised and rightly brought forward, as are those of the constituents of other Members.

I should declare that 23 years ago, a young, much thinner barrister was asked to do a rather important case in the Court of Appeal: the case of Marina Vine v. London Borough of Waltham Forest. I was the retained counsel—that thinner barrister—on behalf of the Automobile Association. I was lucky enough to change the law in respect of wheel clamping and the actions of individuals, particularly in the London Borough of Waltham Forest, which was the test case of the time that subsequently changed the law in this country. This debate therefore brought back great memories of individual people facing problems from local councils that had not necessarily undertaken the right degree of consultation, because in that case, the lovely Mrs Marina Vine, who had had to stop because she was recovering from a cancer operation, was unfairly clamped.

I was also a criminal prosecutor who prosecuted many death by dangerous driving cases, and I fully understand the consequences of all aspects of road safety in difficult circumstances. Like other constituency Members, I have residents who would be very upset if I did not mention their concerns about speeding in Heddon-on-the-Wall, Henshaw and other places. My first campaign as a candidate, let alone as the Member of Parliament, was to bring in a 20 mph zone outside Queen Elizabeth High School, whose students I welcomed from Hexham today.

I think we all agree that 20 mph zones, particularly in the right place, at the right time and with the right consultation, are a good thing. The obvious example, which we can all get behind, is near schools. I do not think a single Member or council struggles to bring in such changes, which are surely a fantastically good thing, but the key issue is having the right restrictions in the right place and at the right time.

Let me set out the national picture and the local picture in a little detail, before coming to the individual points raised. Clearly, central Government’s role is to set the enabling legislative framework, set national policy objectives, provide good practice guidance—I will come to that point in a second—and then provide funding. Central Government have no remit to intervene in the day-to-day running of local roads. Local traffic authorities are responsible for managing roads and traffic in their areas. They have a high degree of autonomy in how they do so, with powers granted to them through enabling legislation, but legislation also places a duty on them to manage roads safely and efficiently for the benefit of all their communities, whether that means local residents, drivers, or people cycling and walking.

I think it is accepted that traffic calming measures, including road humps, can play an important role in improving road safety. They must meet the requirements in the Highways (Road Humps) Regulations 1999, which set out minimum and maximum dimensions. There are also requirements for signing and lighting. There are statutory requirements for local authorities to consult on proposals for new road humps. It is for local authorities to ensure that any measures they install comply with legislation and that due process is followed.

There is no specific requirement for a minimum distance to be maintained between road humps and private dwellings. However, during the development of the road hump designs, the Transport Research Laboratory carried out some research into road humps and vibration. That looked at the vibration generated by traffic travelling over humps and led to advice on predicted minimum distances between road humps and dwellings in order to avoid the possibility of vibration exposure. This is reflected in the guidance in “Local Transport Note 1/07”.

My right hon. Friend the Member for Chingford and Woodford Green made a very fair and compelling point. I am certainly going to ask the Department for Transport—working with the Transport Research Laboratory—to do a fresh review and further research, given that it is patently obvious that the evidence basis on this is decades old and the world has moved on considerably. That does not predetermine anything in any particular way, but at the same time, what is surely self-evident from this debate is that we need a more updated attempt to understand the situation. I entirely accept my right hon. Friend’s point that—without being too trite about it—there are road humps and there are road humps, and local communities are affected in different ways.

If ever we needed an example of where local consent is key, then, with great respect, the example in Wales is fantastic. That started as a positive attempt to influence certain things, but it cannot be a good situation when approximately one in three or one in four of the population are rising up to oppose a particular change. That would imply to anyone—and to all of us who have held elected office at a local level—that the pitch has not been rolled and consent has not been established.

The hon. Member for Bootle (Peter Dowd)—he knows, to his regret, that he is a friend of mine—has great experience, and not only as a local councillor with regard to highways. If we do not have local consent for the changes we are bringing in, whether that is through the entirety of Wales or in a local community or street, we will always struggle with acceptance and democratic accountability. The issue will become a political football, which is not what we want. Surely we want to avoid that.

I endorse the comments made by my right hon. Friend the Member for Preseli Pembrokeshire (Stephen Crabb) and my hon. Friend the Member for Aberconwy (Robin Millar) that there must be proper consultation and subsequent enforcement if an individual or council is going to introduce these changes. The hon. Member for Strangford (Jim Shannon) used his amazing abilities to bring Northern Ireland matters into this debate. I can tell the House that I have visited Newtownards not once, but twice, and have experienced the speed bumps he referred to in his speech. Notwithstanding the fact that I have no influence or ability whatever to change them, his point is fairly made and stands on the record. As always, it is a joy to have him in these debates.

Much of what the hon. Member for Sefton Central (Bill Esterson) said did not have to do with this debate. He raised the issue of road repairs; £8.3 billion has been given to local authorities for that. That is a record sum, over and above the previous sum for road repairs and potholes, and I sincerely hope local authorities will be held to account for its use. The hon. Member mentioned many different MPs, and I sincerely hope he gave notice to them. He certainly did not give notice to my hon. Friend the Member for Warrington South (Andy Carter), my Parliamentary Private Secretary, who has asked me to point out that the low-traffic neighbourhood in the Westy area of Latchford has since been removed by Labour-run Warrington Borough Council. It was not supported locally, nor was it supported by my hon. Friend, because it increased congestion and emissions. Again, my hon. Friend was not given notice.

The situation in respect of—

[Bill Esterson]

Will the Minister give way?

[Guy Opperman]

No, I will not. [Interruption.]

--- Later in debate ---

[Guy Opperman]

No, the Minister is continuing.

[Bill Esterson]

On a point of order, Mr Robertson. I seek your guidance. I have been accused of something by the Minister and not been given a chance to respond. How might I go about setting the record straight?

[Mr Laurence Robertson (in the Chair)]

That is not a point of order.