Road Traffic Law Enforcement

Iain Stewart Excerpts

Thursday 23rd February 2017 Westminster Hall

[Iain Stewart (Milton Keynes South) (Con)]

It is a pleasure to serve under your chairmanship, Mr Gapes. It is also a pleasure to follow the hon. Member for Liverpool, Riverside (Mrs Ellman), who has chaired the Select Committee very well over the many years I have sat on it. I want to pick up on some of the points she has made in a very good summary of our work. I enjoyed taking part in our inquiry. We heard good evidence from road safety experts across the field. I agree with the general thrust of the report. The UK does have a good record on road safety, but there is absolutely no room for complacency. There are a few worrying trends on which we need to take action. I want to say a few words on drink-driving, cycling, using mobile phones, using technology to help, speed cameras, and the regional variations in enforcement policy among different police forces.

Statistics show that, in the past decade, we have made good improvements on drink-driving, but it is still an issue. The improvement is partly cultural. My father’s generation thought it acceptable to go out for a few pints and drive home. That was completely wrong, and the younger generation certainly seems to be much less tolerant of people who have a few drinks and then drive. It still happens too much, and this country has one of the highest drink-driving limits in Europe at 80 micrograms per 100 ml, whereas in most of Europe it is 50 micrograms. We noted in our inquiry that Scotland recently reduced its limit to 50 micrograms. It is probably a little too early properly to assess whether that has materially changed behaviour in Scotland, but it is certainly something we should look at.

I have always been somewhat sceptical about reducing the limit from 80 micrograms to 50 micrograms, something on which the Transport Committee in the previous Parliament conducted an inquiry. I have often felt that there is a risk of sending out mixed messages. At various times, including Christmas, the Department sensibly runs “Don’t drink and drive” campaigns telling people not to drink at all. Yet by reducing the level from 80 micrograms to 50 micrograms, we are saying it is still okay to have a little and drive. If we want to go down the road of lowering the limit, I think we should follow countries such as Finland where it is effectively zero. The limit there is 20 micrograms per 100 ml—there cannot be a zero limit because we all have alcohol in our systems for a range of reasons, such as from aftershave, perfume and deodorant, so 20 micrograms is agreed as the effective zero limit.

It was interesting to learn during the inquiry that statistics show very few people being caught for drink-driving related matters in the 50 microgram to 80 microgram range. Most people were way over the 80 microgram limit. I have a slight concern that it might not be best to focus campaign efforts against drink-driving on reducing the limit. I should like to consider wider measures for tackling it. However, I do not have a blinkered view and if, for example, evidence from Scotland were to show a marked difference we should clearly consider doing the same in England.

It is a concern that the number of cycling fatalities and serious injuries is increasing. That is probably due in part to the fact that more people now cycle, which is a good thing for health and wellbeing and environmental reasons, and for congestion. The Government are doing a lot to help promote cycling. It is not an entirely uncontroversial area, but the introduction of separate cycle lanes in London is making cycling better. However, there is an issue of enhanced law enforcement. Too many drivers pass cyclists without leaving sufficient room and are intolerant of them on the roads. That cuts both ways, however. I have seen plenty of cyclists who do not behave properly on the road. I should be interested to see better enforcement and education in both directions.

In Milton Keynes, we have a completely segregated cycle system. It was one of the design features—a system of “redways” right across the city, primarily to keep pedestrians and cyclists separate from the 60-mph grid roads. I find it incredibly frustrating that cyclists do not use them, and cause risk to themselves and other drivers by using the main grid roads. I should like slightly better education about how to behave. I did my cycling proficiency test at school. I do not know whether that is still a common feature—I understand it changed its name to Bikeability—but the Department for Transport could perhaps work with the Department for Education on promoting it. I should be interested to hear what cycling measures the Government propose.

The Select Committee Chair, the hon. Member for Liverpool, Riverside, was right to say that mobile phone use is a growing worry. It is becoming more of a menace. The idea of recording the number of cycling near-misses has been raised—the number of near-misses caused by drivers using mobile phones is quite high. I have observed it many times: a driver on his mobile phone suddenly pulls out into the fast lane, oblivious of the oncoming traffic. It has not always been an offence. A driver was shown using his phone in a film I saw the other week from the late ’80s, when there were big clunky car phones. We need mobile phone use by drivers to become more of a social taboo, as with drink-driving and not wearing a seatbelt. It should be made clear through increased penalties and enforcement that it is not acceptable, and that it is one of the growing causes of accidents.

I would widen that, too, because mobile phone use is not the only issue. Particularly at the top end of the market, the display panels of more and more cars, which used to have just the radio and the heating controls or whatever, have screens for choosing music. Some even have web access, so web pages can be displayed, which is incredibly distracting. There must be a role for working with manufacturers to ensure that technology is used safely. As an example, a company in my constituency called Two Trees Photonics has developed a system of holograms that projects the information—the car’s speed and similar things—over the end of the bonnet, so that the driver does not have to take his eyes off the road to look at things such as satnav information. I urge the Department to work more with manufacturers and, as the hon. Member for Liverpool, Riverside mentioned, to consider technology to block mobile phones when the car is in motion. To go back to the topic of drink-driving, I understand that there is also technology available that can sense the driver’s alcohol level through the hands. If it is over a certain limit, the ignition will not start. There is a big role for technology of that kind.

I want briefly to talk about speed cameras. I absolutely agree that fixed cameras have an important role to play, particularly at dangerous junctions. The Committee also considered average speed cameras. They can be valuable, but that there is a danger of overuse, and of confusion about the grace limit. Some people have said it is only 1 mph or 2 mph above the 50-mph average speed limit. Others say it is 10% plus 2 mph, so that people can go at almost 60 mph. There is a need for greater clarity about what is enforced. Average speed limits should not be used where there is no need for them. I agree that there are dangerous stretches of road where using average speed is very appropriate, even in normal circumstances. Certainly, it is absolutely right to use it to protect the workforce during motorway repair work. Too often, however, Highways England blocks off an enormous stretch of road—20 miles in some instances—when the work is happening in only a very small part of that. It increases driver frustration and the likelihood of risky behaviour. Some care should be used in deploying average speed technology.

[Jim Fitzpatrick]

I am interested in the hon. Gentleman’s suggestion. Notwithstanding the anomalies that he suggests exist with average speed cameras—between where it is 1 mph or 5 mph over 10% or whatever—with fixed speed cameras, we can see people slow down and immediately speeding up again when they go past them. They might go up to 70 mph, 80 mph, 90 mph, below 100 mph or whatever. With average speed, drivers do not go more than maybe 10% plus 2 mph, so they are far more effective in reducing the speeds of every driver, and motorists actually obey them, surely.

[Iain Stewart]

The hon. Gentleman makes a very good point and I agree with him. Fixed cameras have their role, for example where there is a dangerous junction, to get speeds down to 30 mph or whatever it is. That is an appropriate use of them. However, I am guilty of what he described—we slow down before the fixed camera and then accelerate once we are past it. I hold my hands up on that. Many motorists do that and I agree that average speed cameras are a better tool than fixed speed cameras to prevent that.

I do not want to detain Members much further. Lastly, there is the issue of enforcement practice around the country. The Chair of the Committee was absolutely correct to say it varies from police force to police force. In many ways, it is right that we have that local flexibility and that police and crime commissioners can adapt their policies and resources to the specific needs of their area. It also allows innovation to take place with new practices, new technology and the rest.

However, there must be a better system of collating best practice information and then sharing it with other authorities, so that the good new ideas can actually influence the whole country. The Department has a better role to play in doing that. I would not want to see everything absolutely set rigidly from the centre—it is appropriate to have some local discretion on how enforcement takes place—but, as I say, we should learn from the best. That is one of the benefits of a devolved system.

I hope this has been a helpful contribution. It was a very interesting inquiry. We are not trying to fix a dreadful problem, because this country has one of the best records in this area, but one death is too many and anything we can do to improve our safety record must be welcomed. Once again, I thank my fellow members of the Committee and the Chair for this work. It was very interesting and I look forward to hearing what the Minister says.

Merchant Shipping (Homosexual Conduct) Bill

Iain Stewart Excerpts

2nd reading: House of Commons
Friday 20th January 2017 Commons Chamber

[Iain Stewart (Milton Keynes South) (Con)]

I am grateful for the opportunity to contribute to this debate at such an early stage. I serve on the Select Committee on Transport and am also an openly gay man, so I hope that I can bring my knowledge from both perspectives to our deliberations.

I start with the customary congratulations to my hon. Friend the Member for Salisbury (John Glen) on his good fortune in securing such a high place in the private Members’ Bills ballot and on choosing this subject. If I heard him correctly, if the Bill is successful it will be his second change to the laws of the land. I imagine that will make him eligible for membership of a fairly exclusive club of Back Benchers who have secured not one but two changes in the law, but we must not get ahead of ourselves. This is only Second Reading, and there are many more stages to come in this place and the other place.

I welcome the important point that both my hon. Friend the Member for Salisbury and my hon. Friend the Member for Calder Valley (Craig Whittaker) made that the Bill is much more than a simple tidying-up exercise. Reading the explanatory notes and some of the briefings that were provided, I had some concern that the Bill’s sole purpose was to tidy up some clumsy legal arrangements in previous legislation. That is important, for the reasons that they set out, but I am glad that they appreciate the Bill’s wider significance in continuing the journey on LGBT issues that we have been on for many decades.

I appreciate that there would have been clumsiness in binding together the removal of discrimination in merchant shipping and in the armed forces. It would have been difficult to put the two together in a single measure in the Armed Forces Act 2016, and I am glad that the sensible decision was taken to decouple them and allow the welcome changes to the armed forces law to proceed without delay, rather than getting into a bit of a pickle by putting the two together. As both my hon. Friends have said, the Bill is the completion of a journey that has already been started. They gave a helpful précis of the changes that have happened, from the decriminalisation of homosexuality to the steps towards equality over the past few decades under Governments of all colours.

My hon. Friend the Member for Calder Valley touched on the Marriage (Same Sex Couples) Act 2013. I would like to focus on it too, because there is a strong parallel between the process by which we arrived at that point and the Bill. If the House will indulge me, I would like to explain that thought.

When the Civil Partnership Act 2004 was introduced under Tony Blair’s Government, it was a recognition that it would be difficult to move straight to same-sex marriage in law. There was wide acceptance at the time that although that was a desirable ultimate goal, the legal difficulties and the objections of many of the Churches would have made it difficult to go to that point straight away. I was not a Member of the House at the time, but I was perfectly comfortable with the Civil Partnership Act, as it gave same-sex couples pretty much the same rights that heterosexual couples had under civil marriage. There was a small legal difference in the provisions, but it was about 98% the same, and I thought that was good enough.

[Craig Whittaker]

It is interesting that my hon. Friend focuses on the same-sex marriage Act but also mentions the Civil Partnership Act introduced under Tony Blair. Does he agree that the latter was probably the most significant Act for equality, because it put those who went into civil partnerships on a footing of legal equality with married couples for the first time?

[Iain Stewart]

I agree with my hon. Friend to an extent. It almost put us on the same footing, but there was a difference—if he will forgive me, I will come on to that point in a minute.

Once the Civil Partnership Act was in force and many thousands of couples had taken advantage of it, the debate then became about whether we should move to full same-sex marriage. At the time I thought, “Do we really need to do this? Haven’t we got what we wanted, in practice, and aren’t we just going to be indulging in a bit of a sideshow that will not really make much difference?” I think other colleagues felt the same. However, the more I thought about it, the more I realised the importance of moving to full equality, as my hon. Friend has said. Although the Civil Partnership Act almost gave us equality, it was still not the same. Gay people and straight people were still treated differently under the law.

I mention that because we could argue today that the provisions of the Criminal Justice and Public Order Act 1994 and the Equality Act 2010 would make it difficult for a seafarer to be dismissed because they were homosexual or had engaged in a homosexual act. However, that discrimination exists on the statute book, and there could be a case in which someone was dismissed for that. That is wrong, so the Bill is not just a tidying-up exercise but will send out a powerful signal. It might not affect a great number of individuals, although homosexuality on the high seas is not a new concept—I understand from doing some research that a special language called Polari has even been used, so that discreet signals can be sent out to people who might be interested.

[Mike Freer (Finchley and Golders Green) (Con)]

Are you making a bona speech?

[Iain Stewart]

I am not fluent in the language.

Although the Bill might not affect a great number of people, there is still discrimination in the law, and we should not be ignorant of the fact that it may deter people from pursuing a career on the high seas. Such discrimination can cause significant psychological damage to young gay people as they grow up, if they know that they will potentially not be able to pursue their vocation or the profession of their choice because they are different.

My hon. Friends the Members for Salisbury and for Calder Valley referred to the stigma and problem of bullying that still exists in our schools and workplaces. There has been welcome improvement, but it still causes a lot of emotional and physical distress to young people as they grow up. Having discrimination in the law on this matter adds to that. It might not be a huge thing, but it is part of the same problem.

I can relate my personal experiences. Growing up thinking that you are different is very tough. Even in these more enlightened times, people still think something is wrong with them, and they might be inhibited from pursuing what they want to do. It is not a well-known subject, but a growing body of evidence in psychology is unravelling and pointing out the damage that can be done. If Members are interested in reading about it, I would point them to a very good book by Professor Alan Downs called “The Velvet Rage”. He documents both in America and here how, even after homosexuality has been decriminalised, when we have same-sex marriage and civil partnerships and when much of the discrimination has been removed, lots of young people still grow up feeling different. Some deal with it better than others, but it still does long-term damage to a lot of people, and that is why removing discrimination from legislation is so important; it is not just a tidying-up exercise.

If someone wants to pursue a career but thinks they cannot, that can be very damaging. For a long time in my teenage years and early 20s, when I had decided that politics was my passion and a career I wanted to pursue, I did think, “I can’t do it.” I thought I would live in fear of being revealed for who I was on account of something so innate in me—I cannot change being gay; it is how I was born. It is as natural as being left or right handed or as the colour of one’s hair. None the less, I thought that I could not pursue a career in politics because I was so afraid of being cast aside or being exposed for who I was. And that was in the late 1980s, early 1990s.

That is why section 28—or section 2A, as it was in Scotland—was so damaging. It really did have a detrimental effect. The Conservative party has apologised for it, but we should not underestimate the damage it did. I know it was introduced not as a discriminatory measure but to curb the excesses of some local authorities, but that was the effect it had. I decided it was not right to be dissuaded from my career choice because of that. Can we imagine if Terry Wogan had been told he could not be a radio broadcaster because he had an Irish accent? It was that ridiculous.

I got through it, but it took me a long time to realise that I could still have this career, and now it is not an issue at all. Just this week, Parliament was voted one of the most LGBT-friendly places to work for both Members and staff, which is an incredible achievement of which we should be proud. The Bill is, therefore, more than symbolism. My hon. Friends the Members for Salisbury and for Calder Valley are right that it is symbolic, but it goes much deeper than that. It will not make the headlines—events over the pond might make the front pages tomorrow—but that should not detract from the effect the Bill will have.

Looking forward, I hope that our merchant navy has a bright future. In the post-Brexit world, I hope that this nation will regain its seafaring traditions and sell its goods right around the globe under lots of free-trade agreements with countries near and far, and I hope that those goods will be transported on the high seas. In making that happen, we need to have the best people to crew our ships. I do not want any young gay person thinking, “That’s not for me, I can’t do it. I’d be bullied, discriminated against and possibly dismissed”, and so being dissuaded from entering that profession.

The Bill is symbolic, and it is important for our future economic prosperity, but, above all, it is another important step on the journey to proper equality and towards breaking down those barriers, injustices and fears that afflict too many young people growing up. I hope that my comments today have helped to explain the Bill’s wider significance, and once again I congratulate my hon. Friend the Member for Salisbury on choosing this subject for his private Member’s Bill. I wish it every success in today’s vote—if it comes to that—in Committee and its remaining stages and in the other place. I will be proud to support it all the way through.

Oral Answers to Questions

Iain Stewart Excerpts

Thursday 12th January 2017 Commons Chamber

[Chris Grayling]

I hate to disappoint the hon. Gentleman but actually the plans for HS2 have been widely welcomed across the north of England. The project will make a significant difference to the economy of his region. The point I would make to him about cost is that one reason why we are spending more money than is spent on equivalent lines in some other countries is because we are spending money on amelioration measures that minimise the impact on the environment.

[Iain Stewart (Milton Keynes South) (Con)]

As well as updating the costs of the project, may I urge my right hon. Friend to update the economic benefits to communities such as mine in Milton Keynes, which, as he says, will benefit from a significant increase in commuter and inter-city traffic as a result of the release of capacity on the west coast line?

[Chris Grayling]

We will continue to provide information about the benefits of this project, but my hon. Friend is right to say that in places such as Milton Keynes—it is one of our most important growth areas, and it will need more commuter services north to south and east to west—the introduction of HS2 will make it possible to deliver a much better service for his constituents and others.

Rail Infrastructure (Train Operating Companies)

Iain Stewart Excerpts

Tuesday 6th December 2016 Commons Chamber

[Chris Grayling]

There is no impact; as I have said in the House before, we are proceeding with the next stage of electrification to Corby. We are looking at how we deliver service improvements to Sheffield by 2020, with improved journey times, faster tracks and the remodelling of key places such as Derby station, and I am looking actively at how we provide the best train fleet for the future.

[Iain Stewart (Milton Keynes South) (Con)]

I have been campaigning for the reopening of the east-west rail line for many years, so may I thank my right hon. Friend for this early Christmas present? Will he assure me that the new body will work closely with the National Infrastructure Commission on unlocking the economic potential of the Oxford to Cambridge corridor through Milton Keynes? Do we have an updated likely date for the opening of the line?

[Chris Grayling]

We will work with the National Infrastructure Commission, and we will also work closely with the local authorities that have been involved in helping to develop the project. I will not give my hon. Friend a date, but I would say that one reason for doing this is that I want to accelerate the process. I look at the pipeline of projects that Network Rail has, and I do not want this project to disappear into the middle of the next decade; I want us to start real improvement works quickly. We have money from the autumn statement to start some of that work around the intersection with HS2, but I just want to make this project happen quickly. We have to demonstrate sometimes in this country that we can get on with things.

HS2 Update

Iain Stewart Excerpts

Tuesday 15th November 2016 Commons Chamber

[Chris Grayling]

As the right hon. Gentleman knows, Sir David Higgins did a lot of detailed work on that issue. Strong views were expressed in Sheffield about what worked best for the city. I have been to Aston and seen the potential impact. I will work to try to ensure that we get the maximum possible mitigation in such areas, but the right hon. Gentleman will understand that, if we are to deliver opportunities and prosperity for the northern part of the country, we need to make sure that it has the connectivity it needs.

[Iain Stewart (Milton Keynes South) (Con)]

Will my right hon. Friend set out in a little more detail the additional inter-city and commuter services from which places such as Milton Keynes will benefit once HS2 is operational?

[Chris Grayling]

One of the benefits that will be experienced by towns on the existing west coast main line will be the potential for a significant increase in the number of services. For example, for those who commute from Milton Keynes to London, we expect twice as many seats to be available on suburban routes to Hertfordshire and beyond to Milton Keynes, and greater opportunities for semi-fast services. The route from the town of Coventry to Birmingham is two tracks wide and constantly congested, as freight, express and passenger trains jockey for position. The proposal will create a huge additional amount of much-needed capacity for commuters to Birmingham on that very busy route.

Oral Answers to Questions

Iain Stewart Excerpts

Thursday 28th April 2016 Commons Chamber

[Mr Goodwill]

We recognise that all parts of our country, including the peripheral areas, benefit from transport investment. The good news is that this Government understand the importance of infrastructure investment, unlike previous Governments who did not see it as such a priority.

[Iain Stewart (Milton Keynes South) (Con)]

13. When he last had discussions with the Driver and Vehicle Standards Agency on the administration of driving and theory tests.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

My noble Friend the Under-Secretary of State in the other place, Lord Ahmad of Wimbledon, has been having discussions with the Driver and Vehicle Standards Agency about trialling changes in the practical driving test to make it more reflective of modern driving conditions, and my right hon. Friend the Secretary of State for Transport has recently had discussions with the DVSA about future provision of the UK driving theory test.

[Iain Stewart]

I have received a number of complaints from driving instructors and pupils about significant delays in the provision of dates for tests at the Bletchley centre in my constituency. The DVSA has said that it is investing more resources, but this remains an issue. May I ask the Minister to take it up with the new chief executive, as a matter of urgency?

[Andrew Jones]

Demand for driving tests has been increasing rapidly. It has increased by more than 50% since 2013-14, and we expect the trend to continue. We are seeing the same pattern in relation to HGV tests. The DVSA has responded by bringing in more examiners and improving its forecasting model to match resource better with demand, as well as redeploying examiners from shorter-wait centres to those with longer waiting times. As for the specific issue of the Bletchley centre, I should be happy to take it up with the new chief executive.

High Speed Rail (London – West Midlands) Bill

Iain Stewart Excerpts

Wednesday 23rd March 2016 Commons Chamber

[Andy McDonald]

I have already given way and I must now make some progress.

The Government estimate that as many as 2,000 apprenticeship opportunities will be created by HS2, and there will be about 25,000 people employed during its construction. That is welcomed by Members from all parts of the House. Because of the importance of the creation of vocational qualifications in connection with HS2’s construction, we feel it is appropriate that Parliament is given proper oversight on progress in this regard. That is why we tabled new clause 19, which will impose a duty on the Secretary of State to prepare an annual report on vocational qualifications obtained in each financial year in connection with HS2 construction. It seems to us to be eminently sensible for the Secretary of State to report annually on the progress of the creation of vocational qualifications, and I am grateful that the Government have accepted that the new clause should be part of the Bill.

[Iain Stewart (Milton Keynes South) (Con)]

I support the new clause. Will this annual report capture people gaining qualifications not only through HS2 Ltd and the key construction companies, but further up the supply chain?

[Andy McDonald]

The new clause is focused principally on HS2 Ltd, but the hon. Gentleman makes a very important point. I am sure the Minister and the Secretary of State are listening intently to him. The intention must be to embrace all those within the supply chain.

Amendment 15 would make a small change to clause 48. It simply seeks to insert a requirement that as and when the Secretary of State considers that there is an opportunity for regeneration or development, and land is to be acquired compulsorily for that purpose, regard be had to the relevant development plans that obtain in respect of that particular location. I am grateful that such a modest and reasonable amendment finds favour with the Government.

New clause 21 deals with financial reports. It would impose a duty on the Secretary of State to prepare an annual report on expenditure in each financial year. Each report would contain details of any overspend or underspend against the budget for such expenditure for the year, as well as the likely effect on the total budget.

Great Western Railway Routes

Iain Stewart Excerpts

Monday 8th February 2016 Commons Chamber

[Peter Heaton-Jones]

My hon. Friend makes a good point. I am not aware of the particular jiggery-pokery he mentions, but it sounds like an extraordinary bit of choreography.

I have mentioned the difficulty with transport links as a whole. That is why the resilience of the south-west main line is vital. I also want to talk about the spider’s web, as others have called it. We need to ensure a good and widespread rail service across the south-west. It needs not just a spine, but ribs coming off it—to stretch the analogy to breaking point.

I am bound also to mention the vital rail link in north Devon connecting Exeter with Barnstaple. Over the years, it has survived the Beeching cuts and many other problems, including flooding and underuse, and now it has turned a corner. The number of passengers using it is growing almost exponentially. It used to be used primarily in the summer months. Indeed, at some points, it is still signposted with signs of the brown tourist variety, which rather gives the impression of its being a quaint Puffing Billy line, which it is not. It is a vital artery, and if we can improve it, we will improve the economic vitality of north Devon.

The fantastic work of the Tarka Rail Association in promoting and operating the line has helped to drive its increased use, so I was delighted when, just three weeks ago, I arranged for the chairman and me to meet my hon. Friend the rail Minister. We had an extremely productive hour-long meeting at which we discussed the importance of the north Devon main line, as we are hoping to rechristen it. I hope that my hon. Friend will refer to that in her comments. Having these ribs off the spine are absolutely vital if we are to ensure that we have a rail service that is truly of use to the maximum number of people in the south-west. It is of particular importance to north Devon because of tourism.

[Iain Stewart (Milton Keynes South) (Con)]

I am grateful to my hon. Friend for giving way. I feel like an intruder in this debate, as I do not represent a south-west constituency. However, I was at Exeter university and I regularly visit north Devon. I absolutely concur with his point about the Barnstable line. A key thing that is needed is enhanced rolling stock. Very often what is in use is a single carriage train, which is woefully inadequate. I hope that when the Great Western franchise comes up in a few years’ time, proper consideration will be given to procuring better rolling stock for that line.

[Peter Heaton-Jones]

My hon. Friend makes a good point. I am delighted to welcome him to beautiful north Devon. The rolling stock is an essential matter, as it has been left to decay to the point that it is only just fit for purpose. I have held a significant number of meetings with the operators, GWR, Network Rail and the Tarka Rail Association and we have discussed at length the importance of acquiring significant new rolling stock. I am delighted to say that we now appear to have reached a position where there will be a “cascade” of rolling stock. I would rather not use the phrase “cast-off” that was previously used, because I want to strike a more positive note. We will have a cascade of—almost—21st century rolling stock coming towards us for that line.

Oral Answers to Questions

Iain Stewart Excerpts

Thursday 28th January 2016 Commons Chamber

[Andrew Jones]

I congratulate my hon. Friend on her work on this issue. I know she has put an enormous effort into it. The congestion in the Eastleigh area is a significant local problem, and I am aware of the work that Hampshire County Council is doing, but perhaps it would be helpful if we met outside here to discuss what we can do to move this project forward.

[Iain Stewart (Milton Keynes South) (Con)]

14. What assessment he has made of the performance of Network Rail in delivering engineering projects during Christmas and new year 2015-16.

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

I pay tribute to Network Rail and its hard-working orange army of more than 20,000 staff who successfully delivered £150 million of essential improvements to the network over the holiday period, as part of our record programme of investment in the railways. Planning for Easter is well advanced, and the good practice demonstrated over Christmas is being embedded in the planning process for Easter and beyond.

[Iain Stewart]

Network Rail is rightly criticised when it fails to deliver, but given its unsung success in delivering many complex projects on time and on budget, will my right hon. Friend join me in congratulating the orange army on a job well done?

[Mr McLoughlin]

I am more than happy to do that. It is difficult to do these works. We tend to do them over bank holidays, when there is not so much usage on the network. I realise it inconveniences people who want to travel by train, but it is all part of a major and vital upgrade of our rail network.

Cost of Public Transport

Iain Stewart Excerpts

Tuesday 19th January 2016 Commons Chamber

[Iain Stewart (Milton Keynes South) (Con)]

I, too, congratulate the hon. Member for Oldham West and Royton (Jim McMahon), and I wish him well for the securing of his Metrolink extensions. A wish that I expressed in my maiden speech came true, and I hope that he has similarly good fortune.

In the brief time that is available to me, I want to inject a degree of realism into the debate about rail fares. Let me say first that whoever owns the railways, there is a balance to be struck between what the passenger contributes and what is funded from general taxation. If, as the motion suggests, Labour Members want the passenger contribution to decrease, they must either say which taxes will be increased to pay for that, or spell out which part of current spending on the railways will be cut.

The vast majority of the income from the fares that are currently paid—more than three quarters—is spent on staff salaries, and I cannot imagine that Labour Members would want those to be cut. Some of the income is spent on maintaining and improving the track—we have the safest railways in Europe, and I cannot imagine that Labour Members want to compromise that—and some is spent on investment in new rolling stock, new stations, new lines and electrification. The profit margin is tiny: 3% of every pound that is spent. That funds innovation and development in the railways, which has doubled in the last 20 years. That is the reality of the railways today.

I had hoped that we could have a more sensible debate about the new technology and innovations on the railways, but time did not permit it. The philosophical debate about renationalising the railways has obliterated the time in which we could have talked about that issue, but it is what we should be talking about.

Finally, I want to knock on the head the myth that Britain has the highest rail fares in Europe. That is simply not the case. I invite Members to look at a wonderful website, The Man in Seat Sixty-One. The man in question compares the cost of rail journeys across Europe, and Members will find that in 85% of cases, United Kingdom rail fares are either the same as or cheaper than those on the continent.