Oral Answers to Questions

Jim Cunningham Excerpts

Thursday 14th February 2019 Commons Chamber

[Mr Jim Cunningham (Coventry South) (Lab)]

3. What recent steps his Department has taken to improve road safety.

[The Minister of State, Department for Transport (Jesse Norman)]

As the House will know, I issued a written statement to Parliament last June that reported very good progress on the actions from the road safety statement. Those actions included £100 million for our safer roads fund to improve 50 of the most dangerous stretches of A roads in England, a refreshed road safety statement and a two-year action plan to address priority groups including young people, rural road users, cyclists and older vulnerable users.

[Mr Cunningham]

Yesterday, I had the privilege to support my hon. Friend the Member for Warwick and Leamington (Matt Western) in his application to bring in a Bill to limit working hours for bus drivers, in response to the tragic bus crash in my constituency in October 2015. Will the Minister commit to backing that Bill and allocating proper parliamentary time for us to discuss the issue?

[Jesse Norman]

I absolutely recognise the hon. Gentleman’s point. The incident in his constituency was indeed a tragic one. We look closely at the issue and will continue to do so.

Delay Repay: Great Eastern Main Line

Jim Cunningham Excerpts

Wednesday 30th January 2019 Commons Chamber

[Will Quince]

I thank my hon. Friend for his intervention. He is right; nobody should be standing on a train for this length of time. Nobody should be standing to get to London Liverpool Street from average commuter towns like Chelmsford or Colchester, or even as far as Norwich. The journey from Chelmsford is about 40 minutes, from Colchester it is about 55 minutes and from Norwich it is one hour and 45 minutes or even two hours; we hope to get that down to one hour and 45 minutes with the new trains. Increased capacity will come with the new trains, but there is a massive issue with standing. It is not uncommon to see people—indeed, I have done it myself—standing between Colchester and London. That is not acceptable.

[Mr Jim Cunningham (Coventry South) (Lab)]

The west coast main line is not as bad, but we often have cancellations, and people stand at Euston waiting but are not told the reason for the cancellation. There is an argument for new rolling stock, whether on the hon. Gentleman’s line or the west coast main line. I agree with his point about fares. The public have got so used to fares being increased that they feel helpless to do anything about it. Fares are far too high now.

[Will Quince]

I thank the hon. Gentleman for his intervention. Fares are an interesting point. Of course everyone would like to see rail fares come down, but most people say that they want their fare to represent better value for money. We are fortunate that we are getting a brand new fleet of trains, at a cost of some £1.4 billion, but to set that in context, we have waited in some cases 40 years for it. Some of our rolling stock is decades old—in fact, I think some of it even breaches standards in 2019, so it needs to be replaced in any event.

I think the public are clear about what they want: punctual services. In the unfortunate event that that is not possible, adequate compensation for the delay must be available. I would be the first to argue that we should focus our efforts on improving the reliability of the service. Rail users would rather not face delays than receive compensation.

I have raised this issue numerous times with Greater Anglia, which has assured me and colleagues that it is investing more than £20 million in improving the performance of its existing trains. As I mentioned, it is also engaged in a £1.4 billion investment programme over the next two years to replace its current models with new trains, the first of which are due to enter service on the line this year. As I said to my hon. Friend the Member for South Suffolk (James Cartlidge), that will increase capacity on our line, with 1,043 carriages available compared with 937 at the moment. That is good news. It is long overdue—sadly, like some of the trains leaving Colchester—but I welcome these announcements.

We must not forget Network Rail, as most of the delays on our line fall under its remit. Members of Parliament from across our region, ably led by my hon. Friend the Member for Norwich North (Chloe Smith) and my right hon. Friend the Member for Witham (Priti Patel), have called for repair and renewal work on our line as part of the great eastern main line taskforce. We have helped to secure £2 billion as a funding settlement for our line, and we will start to see the benefits of these works in reduced delays and disruption.

I wish to touch on the sensitive and incredibly sad issue of suicide, as I know that fatalities on the line are often the cause of the longest delays. I want to reassure rail users that Members of Parliament from across this House on our line have been working closely with Greater Anglia, Network Rail and the Department to do all we can to put measures in place to try to reduce and minimise the number of people who are, tragically, taking their own lives on our lines.

I hope I have set out why there are good reasons for optimism. I appreciate that I was relatively disparaging about our rail service to start with, but a lot of constituents would feel exactly the same.

Taxi and Private Hire Licensing

Jim Cunningham Excerpts

Tuesday 13th November 2018 Westminster Hall

[Daniel Zeichner]

My hon. Friend is absolutely right. That was one of the issues that I spent much of my time discussing with people—trying to get that balance, with very high standards that we should rightly expect where there are specific problems, but without damaging an industry in other areas by putting undue costs and burdens on it, which could leave people in some areas with no taxi or private hire vehicle service at all. It is a challenge, yes.

[Mr Jim Cunningham (Coventry South) (Lab)]

I congratulate my hon. Friend on securing this debate on the report. Equally, I thank my hon. Friend the Member for Ilford North (Wes Streeting), because he has done a lot of work on the matter, which I have discussed with him. At the same time, we should pay tribute to the ex-Minister, the right hon. Member for South Holland and The Deepings (Mr Hayes). We have had a number of meetings and, in all fairness, as we are being cross-party, he was the man who initiated the report in the first place. He should get a lot of credit for that.

Having said that, we have a similar problem in Coventry, and there have been a number of incidents between the private hire taxis and drivers from Uber—let us be frank about that. To my way of thinking, the report should be implemented in full. People tend to forget that, originally, it was the coalition that weakened the legislation, but we are being cross-party, so I will not go too far down that road. Often, some of the drivers work 12 to 13 hours a day, just on a minimum. In fact, a documentary set in the west midlands was on a couple of weeks ago, in which someone had gone out and spent the day with a driver, who was just making ends meet. The situation is not fair on drivers, who should be given proper employment rights, like everyone else, and the zero-hours contracts should be stopped. I hope that the Minister will address that and put it right, whether it takes primary legislation or not.

In actual fact, the black cab is made in Coventry. Two years ago, everyone was paid off, but a new investor came in and the business is now thriving. But this situation threatens that, so lots of jobs are at stake as well.

[Daniel Zeichner]

I am grateful to my hon. Friend. It is so valuable to hear the different stories from around the country. Some years ago, I visited Coventry and talked to some of the taxi drivers represented by Unite about exactly some of the issues he raises. However, although the issues and problems are similar, they are not the same everywhere and will not require exactly the same solutions. That is the conundrum we face. Nevertheless, I pay tribute to the report, because issues such as the ones he mentioned—a complex mix, especially in relation to rewards and employment protection for drivers, which I will come on to—are part of the package.

--- Later in debate ---

[Mr Jim Cunningham]

I echo my hon. Friend’s remarks about the professor, who did a considerable amount of work and produced a good report. In fact, I met him with a trade union official. I was remiss earlier in not identifying the professor as having done a hell of a lot of good work on the report.

[Wes Streeting]

I strongly agree with my hon. Friend, and thank him for his consistent engagement with the all-party group, for raising the issues, and for bringing them to the attention of Ministers.

The report contains a whole package of reforms, and I strongly emphasise to Ministers and the Department that they ought to be implemented in full. We have already heard that there is clear consensus on the need for national minimum standards that apply across the country. My hon. Friend the Member for Sheffield, Heeley (Louise Haigh) alluded to child sexual exploitation and local issues. Of course, for very good reasons, there will always be areas where local authorities will want to enhance standards and protections, and develop appropriate local tools and solutions in order to regulate the taxi and private hire industry properly in their area, but our starting point has to be clear minimum standards. I think that point is accepted by the Department. Taking that into account, I will turn to why I think it is important to give some of the recommendations an airing, not least because persuasion might still be required.

On cross-border hire, as we have heard, local authorities in places such as Rotherham and Sheffield have had particular issues with safeguarding children and young people. Girls have been sexually assaulted and raped, and private hire vehicles have been used to carry out that dreadful exploitation and those horrendous crimes. Where local authorities have rightly responded and put in place enhanced safety standards and protections, it cannot be right that people can flout those protections simply by getting their vehicles registered in another licensing authority, where there are lower standards. That wild west of regulation is where we find ourselves.

The issue is not only safety. I strongly believe that some licensing authorities give out licences like sweets because they enjoy the revenues. They know that the drivers securing the licences have no intention of driving in the licensing authority area where the licence is issued, and they know that the drivers will be somebody else’s problem. That simply is not fair. It is not a sustainable position, but it is the position that we find ourselves in. The proposal to address that, whereby any journey must either start or finish in the area where the licence is issued, is common sense and practical. It is known as the A to B and B to A model, or ABBA for short.

Since we know that the Prime Minister is a big fan of ABBA, I hope that we will take on board the report’s recommendation to end the practice of cross-border hiring. It would stop local authorities thinking only of the “Money, Money, Money”. Local authorities support the proposals and the Local Government Association recognises the challenge. Lots of local authorities are victims of the practice, which is why the LGA issued the “SOS” in its briefing ahead of this debate, hoping that Ministers would take it on board; there is strong support for it, so I would not want Ministers to face their “Waterloo” if they did not. I promise that is the end of the ABBA references, but I hope Ministers will look carefully at the strong evidence for the need for change, and at the practical proposals.

It has been mentioned that licensing authorities in some parts of the country are small in scale, and some are in close proximity to each other, so there might need to be a pragmatic approach whereby drivers could operate across different licensing authorities, but we have to make it absolutely clear that that should not prevent drivers from being licensed in a number of authorities where they intend to work. Luckily, we have a London-wide licensing authority, but let us imagine for argument’s sake that we did not, and that drivers in my constituency in the London Borough of Redbridge also wanted to operate in Barking and Dagenham, Havering or Newham. They ought to be able to be licensed in those areas.

Local authorities might want to join together to create larger licensing areas. The Government ought to be permissive about such approaches, so that appropriate local solutions can be adopted, but we simply must end the wild west regulation. We must end the scope for drivers to flout important safety regulations, and end the practice of local authorities dishing out licences like sweets.

I turn to the proposal to give local authorities the power to cap the number of vehicles in their licensing area. It is important to emphasise that the proposal is for a permissive power. It certainly would not be the expectation—in fact, it would not be desirable—for every licensing authority to impose unnecessary caps, but particularly on the streets of London and in other big cities, the number of private hire vehicles has exploded beyond all reasonable proportions. The number of such vehicles in England reached record levels last year, having increased by 37% since 2011, whereas there was just a 3% increase in taxis. In London, the number of private hire vehicles jumped by 39% to 87,400, and the number of drivers increased further to 117,700.

The problem with the situation in London is that it does not benefit anybody. It does not benefit consumers, because even if they find it easier to order a private hire vehicle via an app, or to ring up a minicab office, it is no good to them if they are then stuck in heavy congestion trying to get to wherever they are going. It does not work for private hire drivers, who tell me they have seen their hourly wages go down. It is all right for a big multinational company with loads of drivers on their books, because they still rake in the revenues from the drivers’ hard work.

Companies such as Uber saturate the market, not just to drive the competition off the road, but at the expense of their own drivers. In central London, huge concentrations of Uber drivers operate in the same area, so they compete for the same number of customers. Even if, as we accept, the market for private hire in London has grown in recent years, they still compete for the same number of passengers, so what we get is a scourge of drivers driving round and round the streets of London, pumping toxic chemicals into our air and reducing our air quality. Even if those vehicles are not the most polluting, the congestion that they create on the streets of London allows the most polluting vehicles to pump more and more fumes into our air.

Those are some of the many reasons why the Mayor of London and Transport for London have requested from the Government powers to cap the number of private hire licences issued in London. I hope that is a permissive power that Ministers will consider carefully, and introduce, and I hope that they will put trust in local licensing authorities to make decisions appropriate to their areas. It does no good to keep talking about localism if we do not give local authorities the powers and tools that they need to do the job.

The third issue that needs to be addressed is the running sore of plying for hire. It is years since the Law Commission recommended that the Government introduce a statutory definition, but we have still not seen one. The situation should be clear, as the right to be available for immediate hire, and to be hailed on the street or at a taxi rank, is reserved to taxis alone. That has been a key privilege, in recognition of the fact that licensed taxis are held to higher standards, with higher hurdles to jump, and that taxis are more highly regulated than any other part of the system. However, it is increasingly clear that companies such as Uber flout the spirit of the law on plying for hire. It is time for the Government to strengthen the letter of the law, so that there can be no room for confusion or ambiguity about where we stand on the issue.

Finally, I would not expect mandatory disability equality training to be a source of controversy, but it has so far been a bit too difficult to persuade the Government of the need for reform in that area. As things stand, the Government are committed to guidance, rather than an obligation on drivers to undergo mandatory training. The problem, as we have heard from a range of disability charities, is that the experience of disabled people when using vehicles has not overall been a happy one, with the consistent service that we would expect. For example, Guide Dogs, which has a training facility in my constituency and has given evidence to the all-party parliamentary group on taxis, notes that discrimination against assistance dog owners is widespread. The worst offenders for refusing access to assistance dogs are private hire vehicle and taxi drivers. According to Guide Dogs, in a one-year period, 42% of assistance dog owners were refused by a PHV or taxi driver because of their assistance dogs. We have also heard complaints from people with a range of disabilities about their needs not being properly met. The proposal has widespread support from the Transport Committee, the Law Commission, the House of Lords Select Committee on the Equality Act 2010, and the all-party parliamentary group on taxis.

I want to impress on Ministers again that the case for reform has been clearly made. The need for it is urgent; but happily for Ministers and Government business managers, as we have seen this afternoon from the contributions of Members from across the House, including former Cabinet Members and former Ministers with responsibility for this matter, there is clear cross-party support for the entire report. I hope that the Department for Transport will urgently proceed on the basis of that report.

Road Safety

Jim Cunningham Excerpts

Monday 5th November 2018 Commons Chamber

[Jesse Norman]

The British Horse Society has shown itself to be a formidable campaigning engine in the way that it has managed to lobby my colleagues across the House, and I take my hat off to it. The very first debate in which I took part in my present job was a Westminster Hall debate on the safety of horse riders on roads. Ever since then I have had a very careful concern for the matter.

Indeed, road safety comes up regularly in this House. Only two weeks ago, I was debating the matter in Westminster Hall. Many colleagues then wished to speak, and I see that many have put their names down for speeches today. I am very grateful to them for the continued interest that they take in this important topic.

On this night, bonfire night, our thoughts may turn to those who have been involved in one of the most serious traffic incidents in recent times. Thirty-four vehicles were involved in a crash on the M50 motorway in heavy fog, with 51 people injured and seven people killed on 4 November 2011. Thankfully, such events are a rarity. In the UK, we have—and we must remember this—some of the safest roads in the world, but all road deaths are a tragedy for the families involved, not to mention the impact that they have on our health service and on the economy. It is vital that we strive continually to bring the numbers down.

The latest road safety statistics, covering 2017, were published last month. The country can be proud of the record over time. That is to say that there were 39% fewer fatalities in 2017 compared with 10 years earlier in 2007. However, as in many other countries, our road safety figures have generally plateaued since 2012. An ageing population comes with higher injury risks, and there continues to be those groups, such as young drivers, that are disproportionately represented in our casualty statistics. We know that technologies such as smartphones are distracting to drivers and present challenges, but new technology also presents opportunities for the future with a new era of automated vehicles.

The Government are taking a very active and wide-ranging approach to tackling issues of road safety in relation to matters such as infrastructure, training and enforcement. Of course, the roads themselves are a key part of ensuring an adequately safe system.

[Mr Jim Cunningham (Coventry South) (Lab)]

Over the last 12 to 18 months, there has been a number of accidents in Coventry as a result of criminal behaviour, and they have led to deaths, including among young children.

[Jesse Norman]

I absolutely recognise what the hon. Gentleman says and the deaths that he describes and it is the constant challenge of the Government to seek to address them. There can be no doubt about that at all. I am regularly approached by colleagues who know of grieving families with children. Whenever I can, I meet those families and talk to them about their experience. I have visited around the country with them to experience the trauma that they have suffered and to talk to them about what can be done to improve things, so I absolutely recognise the point that he makes.

Oral Answers to Questions

Jim Cunningham Excerpts

Thursday 11th October 2018 Commons Chamber

[Chris Grayling]

I am happy to do that. I know that my right hon. Friend the Secretary of State for Housing, Communities and Local Government is actively engaged in preparing the deal. I am pleased at the way my hon. Friend is championing the future of technology in transport in his constituency, and I would be delighted to meet him to discuss it.

[Mr Jim Cunningham (Coventry South) (Lab)]

Has the Secretary of State had any discussions with Jaguar Land Rover, which is concerned about Brexit at the moment, meaning that there could be a hold-up in investment in electric vehicles?

--- Later in debate ---

[Jesse Norman]

As my hon. Friend will know, the council is carrying out preparatory work on the road. We have been delighted to offer more than £80 million of funding under our large local majors scheme. We would like the work to begin in 2020, but we rely very much on the extra commitment that the council is making to ensure that the different aspects work.

[Mr Jim Cunningham (Coventry South) (Lab)]

T9. There have been a number of incidents involving Uber and black-cab drivers in the west midlands, and in one instance police were called to Coventry station to sort the problem out. When will the Minister legislate, as recommended by the Task and Finish Group on Taxi and Private Hire Vehicle Licensing?

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

The Task and Finish Group was established as a result of the ingenious foresight of a previous Transport Minister, my right hon. Friend the Member for South Holland and The Deepings (Mr Hayes). Its report was made public only in the summer, but I am evaluating all its recommendations and will make a statement shortly.

Automated and Electric Vehicles Bill

Jim Cunningham Excerpts

Tuesday 26th June 2018 Commons Chamber

[Jesse Norman]

I am grateful to my right hon. Friend for drawing the House’s attention to his own role in the creation of this Bill, and for doing so in such a typically modest and retiring way, for which I am grateful. After some consideration, we have decided to look favourably on the idea of continuing the competition that he initiated, possibly in a somewhat amended form. He can take great credit for having initiated the idea, if not for its specific implementation.

[Mr Jim Cunningham (Coventry South) (Lab)]

The hon. Gentleman knows that, in my constituency, Jaguar Land Rover carries out research and development. Has he had any discussion with the company as to where the batteries might be manufactured?

Confidence in the Secretary of State for Transport

Jim Cunningham Excerpts

Tuesday 19th June 2018 Commons Chamber

[Andy McDonald]

I shall give way briefly, as I want to make progress.

[Mr Jim Cunningham (Coventry South) (Lab)]

It is not many months since we had a problem with Southern, as has been mentioned by the hon. Member for Brighton, Pavilion (Caroline Lucas). From time to time there are problems on the west coast main line, yet the Secretary of State sits there like Pontius Pilate and abdicates responsibility.

[Andy McDonald]

My hon. Friend make the point wisely and accurately.

Haulage Permits and Trailer Registration Bill [Lords]

Jim Cunningham Excerpts

2nd reading: House of Commons & Money resolution: House of Commons & Programme motion: House of Commons
Monday 14th May 2018 Commons Chamber

[Alan Brown]

It would certainly provide additional space. I wonder how long the bridge would take to complete, right enough. It is something else I would not trust this Government to implement.

On the Government’s overall preparations, the reality is, as James Hookham, the deputy chief executive of the Freight Transport Association stated:

“There is a lack of any progress in agreeing new systems for avoiding customs checks.”

He also explained that there is much detail to be agreed in two and a half years, a tiny period in business terms. His comments assume a transition period up to December 2020. If there is no deal, however, the transition period falls and that takes a year and a half out of that timetable. Time really is ticking on and we do not get a sense of urgency from the Government.

Our reliance on road haulage is confirmed by the fact that in 2016 3.7 million tonnes of goods were exported from the UK and 4 million tonnes were imported. For Brexiteers—we have heard the arguments already in interventions—this apparently shows how much the EU relies on the UK for its exports and so it will do everything it can to make sure its exports get here. What it actually shows, however, is how much UK businesses rely on EU imports to put food on the shelves and for it to be a reasonable price. The UK is far more reliant on EU imports. In terms of export value, it is 27 countries versus only the UK.

[Mr Jim Cunningham (Coventry South) (Lab)]

The hon. Gentleman raises a very interesting point. I suspect that when we talk about the import of food into this country, the Government will be reliant on the American market. If they do that, they will be held to ransom. That is what I suspect they are up to.

[Alan Brown]

That is a valid point. There have been mixed messages from the UK Government. The Trade Secretary says he will get a free trade deal with the United States. The Environment Secretary says we will get a deal but he assures us that there will be no chlorinated chicken or hormone beef. If we trade under World Trade Organisation rules, we cannot impose those welfare standards.

--- Later in debate ---

[Mr Hayes]

I understand the hon. Gentleman’s argument, but I suspect that the commercial interests of those countries and the pressure that commercial interests put on them will, in the end, be irresistible. For example, as was argued a few moments ago, farmers, growers and food manufacturers across Europe—whether in northern Europe or, as we heard, in Spain and Italy in the south—will want their goods brought here, much as they are now. I think the pressure to do a deal in our mutual interest will in the end rule the day.

Now, I do not know that, and the Secretary of State asked, very honestly, “How could I predict that?”—he would not want to, and he did not—but I think a deal in our mutual interest is the likely outcome. He called it his best guess; I would go further and call it my considered estimation.

[Mr Jim Cunningham]

The right hon. Gentleman touches on a fundamental point. Does he not agree that, if we do not get this right, it will affect costs and quality, certainly for transporters and producers?

[Mr Hayes]

That is why it is vital that the negotiations go well and why it is important to put in place this framework legislation. It is right that the Government prepare for all eventualities. In opposition, I spent half my time saying the Government were being too precise, too dogmatic, too determined to specify, and the other half saying they were being too open-minded and too flexible. The trouble with all Oppositions is that they meander between those two positions: on the one hand, they want the Government to be specific; on the other hand, they want the Government to be flexible. I slightly sense that that dilemma prevails in respect of the existing Opposition. This is a framework Bill—there is no need to apologise for that. The detail will come forward when we know the shape of the negotiations and how much of the Bill will be necessary. That is a straightforward and honourable position for any Government who want to anticipate, prepare and act.

The shadow Secretary of State made an additional important point about haulage that I also want to amplify. On skills and employment, he is entirely right that, irrespective of our relationship with the EU, there is a pressing need to recruit more people into the industry. As he was speaking, I was looking at notes on this very subject. He will know that the strategic transport apprenticeship taskforce, which has been looking at just these matters, published a report last year, off the back of its earlier consideration, and although there have been improvements across each sector of transport—road, rail, and so on, including haulage—there is still more to do, particularly to recruit people from under-represented groups in the sector.

When I was a Minister, work was being done, which I know is continuing under my successors, to encourage more people into the industry by, if you like, recasting or rebranding it—something I discussed with the RHA many times. That is vital not only on the purely numeric grounds the hon. Gentleman mentioned, but because we want people to have worthwhile careers in logistics. It is an important sector, and there are many good jobs to be had and many important skills to learn and use, so there is an efficacy in this as well as a necessity. To that end, I hope the work will continue through the apprenticeship taskforce. I gather from its report that there are 15,000 apprentices in road freight this year. I hope that that number will continue to grow. I established an education advisory group in the Department to advise on how we could cast out more widely in attracting people into the industry, and it seems to me that that work should also continue—but far be it from me to bind the hands of my successors.

Electric Vehicles and Bicycles

Jim Cunningham Excerpts

Wednesday 9th May 2018 Westminster Hall

[Andrew Selous]

If we get this strategy right, there will be more than enough jobs for everyone. I am absolutely with my hon. Friend in wanting enough good-quality jobs.

In 2016 a fifth of all electric vehicles sold in Europe were produced at the Nissan plant in Sunderland. Looking forward, the United Kingdom has a genuine opportunity to capture a significant part of the global market by 2030, which could be worth an estimated £95 billion to the UK economy—lots of jobs for lots of car workers by 2030.

[Mr Jim Cunningham (Coventry South) (Lab)]

This is a timely debate, and I am sure that the hon. Gentleman is aware of the electric vehicles made in my constituency, such as those made by Jaguar Land Rover. On the outskirts of the Rugby constituency, we have the black cab makers, which have made some tremendous advances. The hon. Member for Solihull (Julian Knight) mentioned that we need a transitional period for diesel engines and, unless we get a proper transitional period during which to make the transfer from diesel to petrol or whatever clean fuel, there will be a lot of concern in our area about jobs.

[Andrew Selous]

I understand the concerns. However, if Members for constituencies that make conventional vehicles will bear with me, by the end of my remarks they will be optimistic about there being more than enough jobs for everyone.

Bringing forward the electric vehicles target to 2030 from 2040 would enable the United Kingdom to reduce our oil imports by almost 50% by 2035, saving £6.3 billion annually. Paris banned fossil-fuelled vehicles from the city centre and air pollution fell by 40%. Second-hand conventional diesel cars are losing a lot of their value, but it is possible to upgrade the batteries on electric vehicles. The key point for a lot of our constituents is that electric vehicles should be cost-competitive with petrol and diesel cars by 2022. At the moment, their running costs are already lower, but up-front cost parity is expected to come as early as 2022. That will be a huge tipping point for our economy.

High Speed Rail (West Midlands - Crewe) Bill

Jim Cunningham Excerpts

2nd reading: House of Commons & Allocation of time motion: House of Commons & Carry-over motion: House of Commons & Money resolution: House of Commons & 2nd reading & Allocation of time motion & Carry-over motion & Money resolution
Tuesday 30th January 2018 Commons Chamber

[Andy McDonald]

I am grateful to the former Minister for his intervention. If he will be patient for just a few more minutes, I will happily address that point in full detail.

I was proud that Labour forced the Government to introduce much tougher reporting on HS2 spending through an amendment to the High Speed Rail (Preparation) Act 2013 before the previous Bill came to the House in 2014. I pay tribute to my predecessors, my hon. Friends the Members for Wakefield (Mary Creagh) and for Nottingham South (Lilian Greenwood), in that respect. We also amended that Bill to improve integration with existing transport networks and the specific reporting of the jobs and skills created by the project.

[Mr Jim Cunningham (Coventry South) (Lab)]

I do not want to digress too much, but this is all relevant. We only need an incident on the west coast main line for everything to stop, and that certainly needs to be looked at. Also, I have constituents who will not qualify for compensation as a result of this project.

[Andy McDonald]

One of the main points about this project is that it will allow us to build resilience into the network. That is not an either/or; this is not simply about building HS2. My hon. Friend is right say that we need to build greater resilience into our network. On the point about compensation arrangements, it has been noted on both sides of the House that we need to ensure that proper compensation is paid. These are really sensitive issues, and people should not be left wondering whether compensation arrangements will come forward. My hon. Friend is right about that as well.

I am keen to hear the Minister’s views on striking the right balance between HS2 services and freight on the parts of the network where high-speed trains will run on conventional tracks. HS2, the Department for Transport and Network Rail need to resolve the important concerns that are being expressed by freight operators. Elsewhere, there are significant questions to be answered about how the new high-speed railway will integrate with the existing rail network. During the Second Reading debate in 2014, the previous Secretary of State for Transport boasted that

“upgrading Britain’s rail infrastructure is a key part of this Government’s long-term economic plan”.—[Official Report, 28 April 2014; Vol. 579, c. 567.]

He also said:

“we will be electrifying more than 800 miles of line throughout the country”.—[Official Report, 28 April 2014; Vol. 579, c. 561.]

It is quite clear that the Government have broken those promises over the past four years. They made commitments on rail ahead of the 2015 general election, only to break them days later. The reality is that the last two Transport Secretaries have cut upgrades to rail infrastructure and cancelled the electrification of rail lines. Of course, HS2 is but one piece of the jigsaw. I am therefore concerned that if the other pieces are not right, the whole thing will not fit together properly.

The current Secretary of State for Transport came to the House in November to announce his strategic vision for rail. The problem was that his plan was neither strategic nor visionary. It was a smokescreen to cover up a blatant multibillion pound bail-out of the east coast main line franchise. It is clear to passengers and taxpayers that this Government are defending a broken franchising system. Under this Government, protecting private companies comes before the public interest. Giving Carillion a contract for HS2 last July while that company was imploding was an appalling decision, and the Minister’s legal justifications for that decision were risible. His bail-out of Stagecoach-Virgin on the east coast was yet another serious misjudgement in which his dogma won out over pragmatism and common sense.

--- Later in debate ---

[Sir Patrick McLoughlin]

If the hon. Gentleman will allow me, I will make some progress.

It is right to say that we have seen a renaissance on our railways since privatisation, and that renaissance continued under the last Labour Government. Indeed, in their 13 years in government, they did not seek to change the franchising at all. They felt that that was the best way to operate the railways. We had the private sector and the public sector involved, and we saw our railways improve tremendously. If we get to a situation—I hope we do not—of the railways going back to a fully nationalised body, what happened in the ’60s and ’70s will happen again. Rail was always at the back of the queue for investment. Hospitals and education took priority; the railways were left without any priority whatsoever. There is no doubt in my mind that privatisation has led to the rejuvenation of the rail industry, and so much so that passenger numbers have increased from something like 700 million to some 1.6 billion, which speaks for itself.

I am pleased that the Bill has been introduced. David Higgins recommended that we should try to bring the investment and benefits of HS2 more quickly to the north. Should this Bill get its Second Reading today, it is worth remembering that we will see high-speed services to Crewe by 2027. In infrastructure terms, and given the necessary planning, that is not that far away, so I congratulate my right hon. Friend the Secretary of State on bringing the Bill forward.

I know that the Government are well aware of this, but I want to talk about the importance of continuing to develop skills in engineering. The National College for High Speed Rail, which is based in Doncaster and Birmingham, will enable people to get the engineering skills that are so important. All that follows on from the remarkable Crossrail project, which will start to open to the public later this year. We saw such skills in the television programmes covering its development across London.

This important Bill is about capacity. There are those who say that the Department for Transport and its Secretaries of State have changed their mind and that they talk about capacity more than speed, but the very first HS2 document that was published referred to capacity, too. The west coast main line is one of the busiest lines in Europe, if not the busiest. We need a massive injection of infrastructure, and this Bill is the answer

[Mr Jim Cunningham]

The right hon. Gentleman is quite right that we want to speed things up and that the west coast main line is very busy, but to go back to the point that I made to my hon. Friend the Member for Middlesbrough (Andy McDonald), what are we going to do about the bottlenecks? There were cancellations yesterday, and there only has to be one incident for everything to stop. That affects freight as much as anything else.

[Sir Patrick McLoughlin]

I completely accept that, but the simple fact is that that is one of the reasons for the new line. We want resilience, alternatives and something that is much more modern. We have spent a fortune on upgrading the west coast main line from Birmingham up to Manchester, although I understand that we did not carry out any upgrade south of Rugby. The upgrade was essential, and if the then Government had been a bit more forward thinking, they could have built a new high-speed line then rather than doing an upgrade.

An upgrade has been undertaken, however, and it is very visible near Lichfield, for example, where the bridge has been changed as the line goes through Armitage to accommodate four tracks instead of two. There has been a huge amount of investment in the west coast main line, and that answers the question asked by the hon. Member for Coventry South (Mr Cunningham) with regard to the need for greater capacity, more alternatives, and the modern engineering that we will get from HS2. I cannot remember the exact year, but there was a time a few years ago when every single railway line in the country had problems because of weather disruption apart from HS1, which was built to a high specification with modern engineering.