Infrastructure Bill [Lords]
John Hayes Excerpts(9 years, 8 months ago)
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Tom Greatrex
I thank my hon. Friend, who makes an important point. We are here to scrutinise this Bill, and we have reached this stage after our debate in Committee with a whole stream of amendments on a range of relevant issues. We asked for two days and we have secured only one, and we are left with a very short time to try to deal with the issues. It is very difficult indeed for the House collectively to make a judgment on them. That is an indication of a dereliction of duty on the part of the Government in bringing this Bill before us this afternoon.
The Minister of State, Department for Transport (Mr John Hayes)
I have no desire to embarrass the hon. Gentleman—I regard him almost as a protégé, so I would never want to do that. I have to tell him, however, that the letter in question, which he claims not to have received, was dated 20 January and was sent by me on the specific issue raised by the hon. Member for Ellesmere Port and Neston (Andrew Miller). It was addressed, by the way, to “the right honourable Andrew Miller, MP” and it says at the bottom: “I trust this is a response to your question and I am copying it to the Chair and members of the Public Bill Committee.” There must therefore be some misunderstanding on the part of the hon. Member for Rutherglen and Hamilton West (Tom Greatrex). I know he is a decent and honourable man, so I take it that the matter is now closed.
Tom Greatrex
I am sorry to disappoint the Minister, given that I seem to have just been anointed his protégé. That will have done me no good at all. If my hon. Friend the Member for Ellesmere Port and Neston cannot find any evidence that he has received that letter—[Interruption.] If he has not received the letter, it makes it very difficult for us to deal with these issues.
Let me return to the wider issue of what the Minister said a moment ago now in relation to the protection of certain areas, which the hon. Member for Thirsk and Malton (Miss McIntosh), the right hon. Member for Uxbridge and South Ruislip (Sir John Randall) and others have raised in amendments. There seems to be a suggestion that the exception in the Bill would be removed, but no indication of how that would be done, given that the Bill has been through the House of Lords and we are now dealing with its final stages.
Andrew Miller
I rise to speak in support of amendment 117, which is in my name. In Committee, I brought to Members’ attention the Government’s own science and innovation strategy, which talks very clearly about openness. It says:
“Technology allows openness and public scrutiny of research that was not possible until now –going far beyond the ability to share a published paper through open access; the data and the information behind the paper can be made available to all.”
That substantive document, which was produced by the Treasury and the Department for Business, Innovation and Skills, sets out the case for openness. There are two areas of this debate where openness has not occurred. The first relates to the redacted documents from the Department for Environment, Food and Rural Affairs, which is hardly consistent with the Government’s stated position. The second relates to the point made in amendment 117, which is that baseline monitoring data should be published
“in a form that enables it to be subject to scientific peer review.”
It can be done.
The Minister of State, Department for Transport, the right hon. Member for South Holland and The Deepings (Mr Hayes) referred to a letter—I thank him for giving me a copy of it because I had not seen it—but it does not address the substantive point of the amendment, which is that data should be published in a form that enables them to be available for scientific peer review. I am not talking about any old published charts and data. The data should be published in a way that the scientific community can use. There are established standards that are well understood by the Departments of the Minister and the Under-Secretary of State for Energy and Climate Change, the hon. Member for Hastings and Rye (Amber Rudd). I also ask the Minister to consider that matter with some care as the Bill progresses through the Lords.
Andrew Miller
I am extremely grateful to the Minister, and ask him to clarify that matter in the Bill.
Nick Herbert
I strongly agree with my right hon. Friend, who has been tireless in promoting the interests of local communities against such developments in his constituency.
The first problem is the Planning Inspectorate upholding or encouraging speculative applications. The second is that the inspectorate is interfering with local plans drawn up by planning authorities. The Conservative party’s manifesto at the last election stated:
“To give communities greater control over planning, we will…abolish the power of planning inspectors to rewrite local plans”.
That is exactly what we should now do, but the inspectorate is rewriting local plans. It is raising housing numbers in my constituency to beyond the level set out in the south-east plan, and it is causing delay at a time when responsible authorities are planning for a great number of houses—40,000 in the district council areas that cover my constituency, where there are 7,000 unbuilt planning permissions in one authority alone.
Mr Hayes
My right hon. Friend is making a powerful and persuasive case. Let me be absolutely clear: if the existing regime is not satisfactory, as he describes, we will have a regime that is. New guidance will be issued that is stronger and more effective, that defends the interests of local authorities and that prevents the problems he has set out.
Nick Herbert
I very much welcome the Minister’s important intervention, and we look forward to that new guidance.
The Planning Inspectorate is meant to stand in the shoes of Ministers. I submit that Ministers could stand in their own shoes and take decisions themselves if they had to interfere. That would perhaps deal with at least some of the £40 million budget and 80 staff of the Planning Inspectorate.
Madam Deputy Speaker (Mrs Eleanor Laing)
With this it will be convenient to discuss the following:
Government new clause 17—Route strategies.
Government new clause 18—Periodic reports by the Secretary of State.
New clause 5—Cycling and Walking Investment Strategy—
‘(1) The Secretary of State may at any time—
(a) set a Cycling and Walking Investment Strategy; or
(b) vary a Strategy which has already been set.
(2) A Cycling and Walking Investment Strategy is to relate to such period as the Secretary of State considers appropriate but must be reviewed as least every five years.
(3) A Cycling and Walking Investment Strategy must specify—
(a) the objectives to be achieved during the period to which it relates; and
(b) the financial resources to be provided by the Secretary of State for the purpose of achieving those objectives.
(4) The objectives to be achieved may include—
(a) activities to be performed;
(b) results to be achieved; and
(c) standards to be met.
(5) The Secretary of State must comply with the Cycling and Walking Investment Strategy and shall be responsible for updating Parliament annually on his compliance with it.
(6) If a Cycling and Walking Investment Strategy is not currently in place, the Secretary of State must—
(a) lay before Parliament a report explaining why a Strategy has not been set; and
(b) set a Cycling and Walking Investment Strategy as soon as may be reasonably practicable.
(7) Schedule (Cycling and Walking Investment Strategy: Procedure] (which contains provision about the procedure for setting or varying a Cycling and Walking Investment Strategy) has effect.”
Amendment 4, page 1, line 4, leave out clauses 1 and 2.
Amendment 5, in clause 3, page 2, line 40, leave out “a strategic highways company” and insert “the Highways Agency”.
Amendment 6, page 3, line 4, leave out “company” and insert “Highways Agency”.
Amendment 43, page 3, line 7, at end insert—
“(c) the anticipated impact of the Roads Investment Strategy upon the condition and development of the local roads network;
(d) the anticipated impact of the Roads Investment Strategy upon the provision of local transport, including increasing walking and cycling;
(e) the anticipated impact of the Roads Investment Strategy on links with other nationally and regionally significant transport and infrastructure projects, including ports and airports, and;
(f) the anticipated impact of the Roads Investment Strategy on the growth plans of city regions and sub-regional bodies.”
Amendment 7, page 3, line 16, leave out “company” and insert “Highways Agency”.
Amendment 8, page 3, line 18, leave out “a strategic highways company” and insert “the Highways Agency”.
Amendment 10, in clause 4, page 3, line 27, leave out “A strategic highways company” and insert “The Highways Agency”.
Amendment 11, page 3, line 32, leave out “A strategic highways company” and insert “The Highways Agency”.
Amendment 70, page 3, line 34, leave out “the environment, and” and insert
“air quality and other aspects of the environment, and”.
The Amendment would add an explicit obligation on the Strategic Highways Company to address air quality, as recommended by the Sixth Report from the Environmental Audit Committee, Action on Air Quality, HC 212, paragraph 61.
Amendment 12, page 3, line 36, leave out clauses 5 to 7.
Amendment 13, in clause 8, page 5, line 34, leave out “a strategic highways company” and insert “the Highways Agency”.
Amendment 14, page 5, line 38, leave out “a strategic highways company’s” and insert “the Highways Agency’s”.
Amendment 15, page 5, line 42, leave out “a strategic highways company” and insert “the Highways Agency”.
Amendment 16, in clause 9, page 6, line 22, leave out “a strategic highways company” and insert “the Highways Agency”.
Amendment 17, page 6, line 26, leave out “a strategic highways company” and insert “the Highways Agency”.
Government amendment 112.
Amendment 18, page 6, line 29, leave out “a strategic highways company” and insert “the Highways Agency”.
Amendment 19, page 6, line 35, leave out “strategic highways company” and insert “Highways Agency”.
Amendment 20, page 6, line 37, leave out “company” and insert “Highways Agency”.
Amendment 21, page 6, line 39, leave out “strategic highways company” and insert “Highways Agency”.
Government amendments 113 and 114.
Amendment 22, in clause 10, page 7, line 2, leave out “a strategic highways company” and insert “the Highways Agency”.
Amendment 23, page 7, line 8, leave out “company” and insert “Highways Agency”.
Amendment 24, page 7, line 9, leave out “company” and insert “Highways Agency”.
Amendment 25, page 7, line 10, leave out “company” and insert “Highways Agency”.
Amendment 26, in clause 11, page 7, line 16, leave out “strategic highways company” and insert “Highways Agency”.
Amendment 27, page 7, line 20, leave out “strategic highways company” and insert “Highways Agency”.
Amendment 28, page 7, line 22, leave out “strategic highways company” and insert “Highways Agency”.
Amendment 29, page 8, line 2, leave out clauses 13 and 14.
Amendment 30, in clause 15, page 9, line 32, leave out “strategic highways company” and insert “Highways Agency”.
Amendment 31, page 10, line 10, leave out clause 16.
Government amendments 94 and 101.
New schedule 1—“Schedule
Cycling and Walking Infrastructure Strategy: Procedure
1 This Schedule specifies the procedure by which a Cycling and Walking Investment Strategy is set or varied.
2 The proposals in a Cycling and Walking Investment Strategy must include details of—
(a) the objectives to be achieved, including but not limited to—
(i) increasing the share of travel that is walked and cycled;
(ii) increasing the proportion of the population that regularly walks or cycles; and
(iii) improving actual and perceived safety of walking and cycling.
(b) the financial resources to be provided by the Secretary of State for the purpose of achieving those objectives; and
(c) the period to which the proposals relate.
3 Publication of the Cycling and Walking Strategy may be in such manner as the Secretary of State considers appropriate.
4 The Secretary of State may only publish or vary a Cycling and Walking Investment Strategy if the Secretary of State has consulted on the proposals with such persons as the Secretary of State considers appropriate.
5 In performing functions under this Schedule, the Secretary of State must have regard to the desirability of maintaining certainty and stability in respect of Cycling and Walking Investment Strategies.”
Amendment 32, page 60, line 2, leave out schedule 1.
Amendment 33, in schedule 2, page 87, line 11, leave out “a strategic highways company” and insert “the Highways Agency”.
Amendment 34, page 87, line 19, leave out “company” and insert “Highways Agency”.
Amendment 35, page 87, line 20, leave out “company” and insert “Highways Agency”.
Amendment 36, page 87, line 22, leave out “company” and insert “Highways Agency”.
Amendment 37, page 87, line 27, leave out “strategic highways company” and insert “Highways Agency”.
Amendment 38, page 88, line 4, leave out “strategic highways company” and insert “Highways Agency”.
Amendment 39, page 88, line 7, leave out “company” and insert “Highways Agency”.
Amendment 40, page 88, line 10, leave out “company” and insert “Highways Agency”.
Amendment 41, page 88, line 22, leave out “strategic highways company” and insert “Highways Agency”.
Amendment 42, page 88, line 25, leave out schedule 3.
Amendment 127, in schedule 3, page 89, line 8, at end insert—
‘(2A) The transfer scheme may make consequential, supplementary, incidental or transitional provision and may, if the TUPE regulations do not apply in relation to the transfer, make provision which is the same or similar.”
Amendment 76, page 92, line 5, at end insert—
“(d) that person is protected by the conditions set out in the Transfer of Undertakings (Protection of Employment) Regulations 2006.”
Government amendment 115.
Amendment 77, page 92, line 5, at end insert—
‘(1A) The Transfer of Undertakings (Protection of Employment) Regulations 2006 apply to the transfer of a relevant undertaking either.
(a) to a different company appointed as a highway authority under section 1 of this Act, or
(b) to any other equivalent public sector body established to undertake general duties of a strategic highways company.”
Government amendment 116.
Mr Hayes
I rise with some enthusiasm because, as the House knows, cycling has moved up a gear as a result of this Government. New clause 13 reflects the Government’s commitment to cycling and walking, and making these the natural choice for shorter journeys. The cycling fraternity has responded already. No less a personage than Chris Boardman described this proposal as representing
“a massive shift in thinking and, most importantly, commitment.”
He went on to say:
“It brings us one step closer to realising our vision for a cycling nation . . . Everyone who rides a bike should see this as the start of something really exciting.”
Government have to take difficult decisions, and not everything we do is universally popular, but when one gets such acclamation, one has to—I will not say milk it; that would be wrong—draw it to the attention of the House in a measured and humble way, which is what I intend to do in this short debate about cycling.
This is certainly an exciting move forward. Since 2010, the Government’s spending on cycling overall has more than doubled compared with the last four years of the previous Administration, with £374 million committed between 2011 and 2015. The Minister responsible for cycling—I do not count that among my encyclopaedic list of responsibilities—is the Under-Secretary of State for Transport, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill). He has been a champion of this and should be recognised for his efforts and dedication in listening to the issues raised by cycling groups and responding to them.
David Rutley (Macclesfield) (Con)
The Minister is making an important speech. He is setting out a very clear strategy, which is absolutely vital. Does he agree that it is not just the investment but the outcomes that will be so important for the nation, particularly in tackling the growing challenge of physical inactivity?
Mr Hayes
My hon. Friend is right; not for the first time, he highlights these matters. That is precisely why the reporting mechanisms implicit in the new clause are so significant. As he rightly says, it is not enough simply to put in the resources, although we are clearly doing that, as I have shown; it is also important that we measure the effect of those resources. As I said, the arrangements that we have set in motion ensure that these matters are reviewed regularly, and that when setting or varying the strategy we bear in mind the desirability of certainty and stability. We will consult on whether to make a variation once the strategy has been set. For those reasons, I hope that the whole House will join me in welcoming this exciting development.
Dr Huppert
On behalf of everyone else from the all-party cycling group, others who supported the new clause and all the organisations who have worked on this, I thank the Minister for the Government agreeing to do this, because it will make a big difference. Will he update us on what has happened to the draft strategy that came out last year? When should we expect a full-blown strategy to take effect?
Mr Hayes
The new clause, should it turn from a vision to a proposal to a law, will facilitate that strategy and escalate the process by which it is developed and delivered. Much of the work has been done, as the hon. Gentleman implied, but it has now been framed in the most appropriate place—that is, the Bill, which sets in motion a road investment strategy about which I shall wax lyrical in a moment. It would be ironic to have a road investment strategy without having a walking and cycling strategy alongside it. That case was made by cyclists here in the House and beyond, and it is a persuasive one. The hon. Gentleman can look forward to the achievement of his ambitions being carried out with alacrity.
New clause 5 and new schedule 1 on a cycling strategy are designed to achieve a very similar purpose to new clause 13. The Government’s new clause and amendments make the duty clearer. On that basis, I invite those who gave them life to recognise the progress that has been made and withdraw their amendments.
I turn to new clause 17 and the important issue of ensuring that the road investment strategy will take account of local issues. Opposition Members made that argument powerfully when we considered these matters in Committee, and the case was made both formally and in informal discussions across the House. The road investment strategy—as I need not remind you, Madam Deputy Speaker, because I know you are intimately familiar with it—is a series of documents that sets out a long-term commitment to road investment, backs that with funding, and determines by empirical means where that money will make the most difference. It was said that the strategy needed to marry with much of what is happening on local roads, which are the preserve of local highways authorities. It was argued that if there were a mismatch between that local activity, and the decision making that takes place in those authorities, and the judgments that are made as part of the bigger strategy, there could be problems of inconsistency, overlap or perhaps even contradiction between local and national ambitions.
It therefore seemed important that the Government look at the role of route strategies in those terms, and that is precisely what we intend to do. The road investment documents that were issued in December, to much stakeholder acclaim, clearly demonstrated how the investments that we have prioritised will support cities by helping to connect housing sites, enterprise zones and other industrial developments. Just as we have committed to supporting ports, airports and the construction of High Speed 2, the road investment strategy is designed to give a degree of certainty, to build confidence, and to facilitate investment accordingly. This is a significant change in public policy. We are moving from the piecemeal annualised funding of roads to a bigger vision supported by bigger policy assumptions.
Guy Opperman (Hexham) (Con)
I very much welcome this plan, because for too long we have had isolated, year-by-year approaches. This will make a real difference, particularly in the north, where we have, for example, the A69 dualling scheme. That was approved for a feasibility study by the Chancellor in the autumn statement, but now we can plan for a long-term future supported by both local enterprise partnerships. Is not this part of the way forward?
Mr Hayes
Yes, that is right. As I said, this is a significant change in terms of public policy assumptions. To be frank—this is not a criticism of a particular Government—post-war Governments have not always approached infrastructure as well as they might have done. There are all kinds of reasons for that, such as a nervousness about binding the hands of one’s successors or a reluctance to get these big decisions wrong. In democratic politics, there is a pressure towards delivering results in a five-year span—understandably, as we all have to be re-elected—and some of the decisions we are making in this strategy will have a payback over a much longer period than that. When building roads, rather like power stations and significant railway projects, the reward in terms of well-being and economic activity has a reverberating effect for many decades. As a result, Governments sometimes do not take these big but necessary decisions that serve the national interest.
Sir Alan Beith
There is no better illustration of the Minister’s point than the history of A1 dualling over decades. I commend the Government for building in a commitment to, and the means of achieving, a substantial part of that. We would like more to be dualled, but that is a very significant move forward.
Mr Hayes
I am grateful to the right hon. Gentleman. As he knows, I am a frequent visitor to his constituency for recreational purposes. I tend to holiday on the north-east coast in Bamburgh and other places. I know the road north of Newcastle extremely well, and I am aware of the difficulties in terms of safety and congestion, although we have addressed the issues around Newcastle itself. As he will also know, I have visited the area as a Minister to see first hand some of the challenges and what can be done to overcome them.
Sir Greg Knight (East Yorkshire) (Con)
Will the route strategies include strategies on speed limits? If so, does my right hon. Friend intend to make greater use of variable speed limits, which have been quite successful?
Mr Hayes
Variable speed limits are part of the smart motorway schemes that we are doing immense work on. Indeed, I was speaking about them at lunchtime today. They reflect a greater understanding of and ability to alter the way in which people interface with roads through the provision of dynamic information, and allow us to make much better use of infrastructure once the investment has been made. The way in which people drive, what they drive and the way in which they interface with the information that is provided for them on the road will change considerably over our lifetimes and beyond. It is important that we do not allow any rigidity in public policy to inhibit the developments that will spring from such technological changes.
My right hon. Friend is right that variable speed limits are an important part of that future. He has been a great champion of them. Indeed, what greater champion of roads and motoring has there been than my right hon. Friend, who has shared many long evenings discussing just these kind of matters with me? I look forward to many more.
Through the route strategies, Highways England, the body that we are creating, will work closely with local authorities, LEPs and other bodies, including rail bodies, to develop the building blocks of future plans. It will ensure that local roads, local transport, our cities and other modes of transport are considered throughout the strategy development process. That is the point. It is a point that the hon. Member for Birmingham, Northfield (Richard Burden) made in Committee. It was taken on board by the Government. People call me the people’s Minister, but I would rather be called the listening Minister, because I listen and respond to good argument, and I try to develop politics and policy accordingly.
Joan Walley
I am grateful to the Minister for giving way, because he is clearly a well travelled Minister, just like the well travelled road. While he is in listening mode, I remind him that when he gave evidence before the Environmental Audit Committee on air quality, he said specifically that the remit of the new body he was creating would include environmental concerns. If he has read our report and listened to what we have said, he will know that we are calling for
“a legal duty to protect air quality”
and the introduction of
“a specific clause to that effect in the Infrastructure Bill”.
Will he tell us how he has listened and brought that to fruition?
Mr Hayes
Let me say two things, the first of which is how much I enjoy giving evidence before the hon. Lady’s Committee. I have enjoyed many exchanges with her on policy matters over a considerable period. Secondly, I will ensure that environmental considerations are built into all the strategic thinking and the development of all these plans. Air quality should be regarded as a salient that is taken into account in the building blocks, as I have described them, that we put together between local roads and the national strategy.
Furthermore, the hon. Lady will be delighted to know—indeed, I hope that she will be in the audience—that I will be making a speech in the next few weeks on precisely these issues: the environmental aspects of the strategy and how we need to develop a new paradigm in respect of the environmental impact of infrastructure development. I can tell that the excitement is building in the House as a result of that. I can see that she is excited enough to intervene again.
Joan Walley
Does what the Minister has just said amount to a legal duty? He has referred to the way in which some of the responsibilities for roads lie with local authorities and some with the new agency. Without a legal duty, it is impossible to see how there can be certainty—rather than uncertainty—that everything possible will be done to reduce air quality problems.
Mr Hayes
Even my audacity does not allow me to make up legal duties on the hoof. I shall take away what the hon. Lady proposes and look at the legal ramifications. I am clear that air quality and the environment are an absolute salient in these matters. As I said, I will ensure that those considerations are built into the development of the strategies, but far be it from me to say what I cannot subsequently justify. I do not want to make up a legal duty as I go along, and I know that she would not expect me to do so.
Notwithstanding what I have said about the importance of route strategies, I understand that there are those who would like additional reassurance that they will happen. That is why I tabled new clause 17, which will insert a reference to route strategies in the Bill. The Secretary of State will require a strategic highways company to prepare and publish one or more strategies on the management and development of the highways to which it has been appointed, which will be known as route strategies. The strategies must be published, as must the Secretary of State’s directions to the company, so we have provided that the process will be transparent and comprehensible. The new clause, along with the provisions in the statutory directions and guidance, which we have updated, provides reassurance, while giving Highways England the flexibility to adapt the route strategy process to meet the needs of cities, the country as a whole and the Government of the day. It is clear that, as a result of new clause 17, amendment 43 is not needed, so I ask that it not be pressed.
John McDonnell (Hayes and Harlington) (Lab)
Will the Minister clarify the difference between staff transferring under TUPE and under his proposal in amendment 115?
Mr Hayes
I am coming to that. In shorthand, let me assure the hon. Gentleman that I do not want staff to be disadvantaged in any way, as I said. We will honour TUPE principles in this transfer of staff.
Amendment 115 makes it clear that when existing Highways Agency staff transfer to the new company, their employment terms and conditions will not change. I recognise that the changes that are planned for the Highways Agency will cause anxiety for existing staff. The amendment confirms that the existing rights and liabilities of staff will not change following transfer to the new organisation.
Mr Hayes
I will make a little progress and then let the hon. Gentleman come back.
The Bill provides that a transferring employee can terminate their contract if there is a substantial detrimental change to it if they transfer. That reflects regulation 4(9) of TUPE. Government amendment 116 supplements that by providing that where the employee claims constructive dismissal in those circumstances, no damages are payable in respect of any unpaid wages that relate to a notice period he or she has not worked. I should stress that the amendment does not prevent employees from claiming for damages for constructive dismissal, but seeks to establish a common-sense position that damages cannot be claimed for a period of required notice that has not been worked. I should highlight that the amendment ensures that the provisions in the Bill properly reflect TUPE in that regard.
Richard Burden
I should like to press the Minister to clarify Government amendment 116. From what he has said, it seems that the intention is to put the TUPE principles into the Bill. The amendment contains the words “constructive dismissal”. It seems to me—this is certainly the advice we have had—that that is inappropriate. Will he look again?
Mr Hayes
The hon. Gentleman, with the courtesy he personifies, raised that with me before we came to the House today. I have committed to take another look at that through the parliamentary draftsman. There is no intention to disadvantage staff in that regard. I give that absolute assurance, but I will double-check the language, because language in such things matters. He and I are in discussion and I have committed to write to him as soon as possible, and certainly before the matter is discussed further, to clarify the use of the language to which he has drawn the House’s attention.
John McDonnell
Will the Minister clarify why he has used a formulation unused in any other legislation in the past? I have set out the various options in three amendments showing what the Government have used in past legislation to assure staff that they are transferring either under TUPE or under the Cabinet Office statement of practice, the TUPE-like agreement that the Cabinet Office agreed with the trade unions involved. Why are we not using the past formulations?
Mr Hayes
Originality and imagination are part of my style. I said style is as important as substance. The substance is in the Bill; the style is all my own. The important thing is that, having met staff representatives on 13 January, I am fully aware that there are other aspects they want me to look at. I fully recognise the concerns they raised. Some of those issues need to be considered further, and I have asked my officials to pursue those matters urgently. In the spirit that I have described, I will not allow staff to be disadvantaged by any changes. The House has my absolute assurance on that. Government amendments 115 and 116 reaffirm our commitment that existing Highways Agency staff terms and conditions should be protected, as I have described.
New clause 18 places a responsibility on the Government to report periodically to Parliament on the performance of Highways England. I have introduced this to reassure some who fear that Ministers will lose control of Highways England, and that they will have no accountability to Parliament if Highways England fails to deliver. It is absolutely right that the new body can get on and deliver the strategy that the Government devise, establish and agree, but let me be clear that should the implementation and delivery of the strategy require further involvement, direction or adjustment by Ministers, in concert with the House, the ability to make those changes must be established in the Bill. I am absolutely clear that Highways England must report to the House, and that Members on both sides of the House must have the chance to scrutinise its work. Ministers must have a role, indeed play a key role, in the delivery of the strategy.
It might be true to say that the greatest challenge we face is getting the delivery right. We have surmounted an important hurdle in developing a strategy founded on empiricism and backed with funding for the long term—more than £15 billion up to 2021—but it will happen only if we have in place the right resources, skills and partnerships, and the right range of other organisations, to make it happen. It would be inappropriate if Ministers and all hon. Members were not involved in that process. I expect directions to emanate from the Department for Transport periodically—it is not meant to be an exceptional power. I expect reports to be made to the House periodically. That, too, should not be a matter of exception. That was raised at length by the shadow Minister. The strong governance arrangements and framework we have put in place provide some of the measures he sought when he argued the case for greater accountability.
The use of directions in the licence will allow the Government to exert control over how the company exercises its statutory functions. In addition, as sole shareholder the Secretary of State can ensure that the company is properly led and governed. More detail is in the summary document published in December, but I will write again on some of those matters following today’s consideration.
Opposition Front Benchers and all Members of the House will be familiar with the new copy of the licence, which strengthens those provisions, and which was provided to hon. Members on 22 January and placed in the Library of the House. Let me say again that if there are problems with performance, I expect Ministers to make use of those directions; I expect Parliament to see the Highways monitor’s report on the impact; and I expect Ministers to ensure that Parliament is informed of how issues have been resolved.
It is obvious from the amendments that were tabled that I need to explain why we need to change the status of the Highways Agency and create an arm’s length body, and I am happy to repeat an argument I made earlier. Let me start with the point of view that some suggest—they suggest that we should do nothing more than implement a road investment strategy without changing the structure necessary to deliver it. Of course, the Highways Agency would make every effort to do so efficiently, and of course we would have some success in delivering that strategy, but we need to understand that if we are to deliver the strategy, we need to make significant changes to the existing arrangements.
The relationship between the agency and the Government has on occasions failed to reflect the wider interests of the economy and the long-term interests of taxpayers and road users. The measure is about providing a clearer, more strategic role for the Government, and providing a stronger, more certain framework, through the licence and the road investment strategy and the framework document, for the organisation mission to deliver those important infrastructural changes to our nation. By the way, those changes are not just about economic well-being; they are also about societal and communal well-being.
The industry is keen to see change both in the way funding is committed and in the way the Highways Agency is constructed. In the call for evidence for the Bill, the Civil Engineering Contractors Association said:
“Even with an apparently committed five year programme, not transforming the Highways Agency into an arms-length body could still leave it a target, should future Governments decide cuts to spending…The supply chain…has confidence that the creation of a Government-owned company would significantly reduce the likelihood of this happening.”
The CBI said that business welcomes the Government’s important decision to reform the Highways Agency to a more independent body, giving it greater funding certainty through fixed five to six-year funding cycles.
The road investment strategy provides a logical and credible commitment between two separate parties—the focus of the company is on delivering its operational objectives, and the focus of the Government is on providing a long-term funding stream. I know that some fear we will lose control of the reins of the company. That is why I have gone as far as I have in the framework document, the licence and the Bill. We will also of course have the monitor—the new body that will oversee the operation of the new arrangements. That is all in line with the conclusions of the Public Administration Committee’s recent report on the relationship between Government and arm’s length bodies, which said:
“Relationships should be high trust and low cost, but too often are low trust and high cost.”
On that basis, I resist amendments 5 to 42 which would remove the relevant clauses or reinsert the words “Highways Agency”.
Mr Hayes
I will address matters in reverse order to add excitement. On cycling and spending, I said at the outset, but repeat for the sake of clarity, that this Government have committed to spend £374 million between 2011 and 2015. We have more than doubled spending on cycling compared with the last four years of the previous Government. As I said, about £6 per person each year across England and £10 per person in London is being spent as part of cycle city ambition. Of course we understand that the strategies have to be funded and that money matters, and the Government put their money where their mouth is.
On the circumstances of staff, let me be absolutely crystal clear once again that it is not our intention to disadvantage staff. Far from it. I want to ensure that they are treated properly and fairly in their terms and conditions and all that that means. There is no hidden agenda, despite what the hon. Member for Hayes and Harlington (John McDonnell) says; there is nothing under the bed that he should fear. The plan is to be absolutely straightforward, transparent and fair to all those staff transferring from the existing organisation to the new one. I have already said I will come back to the shadow Minister on the particular point he raised in his intervention.
Finally, we do believe a new body is necessary. This new strategy requires a structural change in the way the strategy is delivered. This is a complex argument, but I will try to make it as cogently as I can in less than a minute. It is probably true to say that the existing Highways Agency is too close to Government and too far away from Government. The new arrangements, with the framework, the licence and the statutory requirements to be put in place under this Bill, mean that this new body will be close to Government but far enough away to deliver the Government’s objectives. That is our proposal. I think it has force. It has been widely welcomed and I hope the Opposition will come to the view that most others have: that this is an idea whose time has come.
Madam Deputy Speaker (Dame Dawn Primarolo)
Order. Perhaps Members leaving the Chamber could do so quietly. Secretary of State, that means you as well—we want to hear your eloquent Minister move the Third Reading.
Mr Hayes
It is bewildering, Madam Deputy Speaker, that Members do not want to stay and hang on my every word. It is bizarre. I know you agree.
On Second Reading, we said the Government were determined to put in place a strategy, backed by statutory changes, that allowed us to invest in this nation’s future. I was about to say that it is only human nature to focus on the immediate, on the imminent. It is easy to forget that the present is an illusion, as now becomes then in an instant; it is the past that matters and the future. As I said a few moments ago when we were debating the Government amendments, it is easy for Governments to neglect infrastructure investment for just that reason. This Bill looks beyond short-term political expediency to a future of greater investment—a future of more jobs, more opportunities and more growth. This Bill improves the funding and management of our major roads, streamlining the planning process, particularly for major projects, and so facilitating investment. It also supports house building; introduces rights for communities to buy a stake in new, commercial renewable electricity schemes; boosts our energy security and economic growth by making the most of North sea oil and gas reserves; and facilitates shale gas and geothermal development. This is a bold Bill, introduced by a far-sighted Administration.
A few moments ago, we debated some of the measures we will introduce to act on the road investment strategy—the exciting strategy I was delighted to be part of, alongside the Secretary of State for Transport, who is here, adding glamour and insight to our consideration today. He was its architect and under his stewardship it has come to pass. This is the most exciting road investment strategy for a generation, and this Bill makes the statutory changes necessary to deliver it. We have committed to Highways England remaining in the public sector. Let me repeat that this is not about privatisation; it is about a public sector organisation fit for purpose. We will not diminish the fundamental accountability to parliamentarians, which I am so keen will allow us to gauge, monitor and, if necessary, alter things over time, but without compromising the essential role of the new body to deliver the plans we have set in motion.
In addition, as the House knows, we have amended the legislation further to ensure better integration between local and national networks through route strategies. As has been celebrated throughout the House this evening, we have also committed to setting and reporting upon a cycling and walking investment strategy, acknowledging the strategic importance of those things for the first time. We have had more tributes tonight than a ’60s pop band for that change. In total, this paradigm shift to a longer-term vision for transport infrastructure will give the construction industry the certainty and confidence it needs to invest in people and skills for the future. That clear vision, with the confidence it breeds and the investment it will bring, is crucial to the health and well-being of our nation.
In planning we have a number of measures designed to help get Britain building. The Bill makes changes to speed up the approval of nationally significant infrastructure projects and to the discharge of planning conditions that will ensure planning applicants can get on and build without unnecessary delay. The small changes in the Bill will have an important cumulative impact: they will send a clear message to investors and developers that the steps to deliver these transformational schemes are as simple, sensible and straightforward as possible. We have responded to concerns and shared the draft statutory instrument on deemed discharge in advance. Our Land Registry reforms will enable proper record keeping and modern digital efficiency, with the aim of making dealings with property quicker, cheaper and easier.
On zero-carbon homes, the “allowable solutions” approach is cost-effective and practical, and it has been welcomed by the Home Builders Federation, the UK Green Building Council and Federation of Master Builders. We have also introduced new legislation related to planning. The abolition of the Public Works Loans Board removes—
Mr Andrew Mitchell
Before my right hon. Friend leaves the issue of planning, may I ask him about new clauses 12 and 20, tabled by my right hon. Friend the Member for Arundel and South Downs (Nick Herbert)? Obviously, there was no possibility for a Minister to respond to the points he and I made on those clauses, but if the Minister has a moment to say a word or two on them, I am sure my constituents in the royal town of Sutton Coldfield would be grateful.
Mr Hayes
I am delighted to amplify the remarks that I made in an earlier intervention and say that we do take very seriously the remarks made by my right hon. Friend and the amendments tabled by my right hon. Friend the Member for Arundel and South Downs (Nick Herbert). We will take the necessary steps to ensure that the spirit that underpinned those amendments is realised in respect of Government policy. I must say that my right hon. Friend the Member for Sutton Coldfield has been a doughty champion of the interests of the people in his constituency in this regard. He is right that development needs to enjoy community support, to be proportionate and, in my judgment, to inspire and to elevate. Is that too much to ask for in our age? I say that it is not.
The introduction of mayoral development orders will allow the Mayor of London to assist local authorities to regenerate London. Across the nation, these planning reforms will help kick-start a new era of construction that is fit for purpose.
Tonight, we have also debated energy. Some of the measures that we have introduced are designed to assist our current and future energy needs. We will take a lead in improving global transparency in the extractive sector by participating in the extractive industries transparency initiative. Our country has an enviable record on the regulation of extractive industries. We have listened carefully to concerns about new forms of extraction and have put in place additional measures to reassure Members across the House. The House will have seen tonight that, because we are sensitive to those concerns, because we are responsive to arguments, and because we listen and learn, we will take on board the perfectly proper considerations of those who are as determined as we are to ensure that these things are done safely and securely and in tune with local interests.
Mark Menzies
As a Minister, my right hon. Friend has genuinely listened to the concerns of Members on both sides of the House. I wish to put on the record my thanks to the Government for taking on board some of the issues that I have raised, particularly in allowing the British Geological Survey to play a role, thereby ensuring closer, independent monitoring, which is very important for me in Fylde. Will he give me an assurance that this is not the end but a continuum of the process and that we will continue to see calls for rigorous on-the-ground inspections delivered by this Government?
Mr Hayes
This is an iterative business. No one has made the case more forcefully for their constituents than my hon. Friend. I was pleased to visit Fylde with him to look at these matters in some detail. He has worked tirelessly throughout this Parliament to represent the views of his constituents and to improve shale gas regulation. I commit to working with him to ensure that we take further the matters that he has raised.
That determination means that we will issue statutory direction to the Environment Agency on a minimum of three months baseline monitoring—that was an issue raised by the shadow Front-Bench team when we debated the matter in Committee. We will publish information on chemicals that the agency requires operators to disclose; require operators to monitor and report fugitive emissions for each onshore hydraulic fracturing site; and issue statutory direction to the Health and Safety Executive to ensure independent well inspection and public reporting for each onshore oil and well. The industry has committed to produce an annual report of shale sites and an environmental impact assessment.
We will seek advice from the Committee on Climate Change on the likely impact on carbon budgets and report each carbon budget period on the conclusions reached as a result of the advice given. Making water companies statutory consultees in respect of planning applications for shale oil and gas development via secondary legislation in this Parliament, subject to consultation, will also form part of our determined effort to ensure that these things are done properly, safely and securely. We have introduced new legislation to help with the sharing of costs for connecting to the electricity distribution network and to help strengthen competition in the connections market.
This Bill has been broadly welcomed by Members across the House. As I said earlier, Opposition Front-Bench Members have scrutinised the Bill in a mature and measured way because they understand, as we do, that infrastructure investment is about not a single Government or a single party but the future of our nation. Of course there are debates to be had, differences to be aired and arguments to be made, and of course scrutiny should improve and enhance thinking, and that is precisely what has happened in relation to this Bill. I am grateful for the conciliatory approach to the scrutiny of this Bill. Even when we have disagreed, it has been in a considered way. I therefore thank the Opposition Front-Bench team—the hon. Members for Birmingham, Northfield (Richard Burden), for Rutherglen and Hamilton West (Tom Greatrex), and for City of Durham (Roberta Blackman-Woods)— for their challenge and understanding.
I wish to express my deepest thanks to my fellow Ministers, the Under-Secretary of State for Energy and Climate Change, my hon. Friend the Member for Hastings and Rye (Amber Rudd), and the Under-Secretary of State for Communities and Local Government, my hon. Friend the Member for Bristol West (Stephen Williams), for their constant hard work throughout Committee and again in the House today. That work is not just about what happens on the Floor of the House or in Committee; it is about the dialogue that takes place outside the Chamber to ensure that we get the provisions right, and my hon. Friends have played a full part in that dialogue with Members from all parts of the House.
During the passage of the Bill my colleagues and I have listened carefully, and where appropriate we have changed or added to its detailed provisions, but on its fundamental purpose we have stood firm, because we are absolutely convinced of the necessity of a step change in the way we approach infrastructural investment, its planning and delivery. This Government, with this Bill, confirm their courage and their willingness to put long-term thinking before short-term expediency. This Government, with this Bill, corroborate their confidence and their confident vision of a bold, ambitious nation.
Governments are of two types: timid and reactive, or bold and proactive. Politics needs to be confident. In the words of the great Conservative philosopher Edmund Burke—the Opposition will be delighted that I am ending with Edmund Burke—
“When the leaders choose to make themselves bidders at an auction of popularity, their talents, in the construction of the state, will be of no service. They will become flatterers instead of legislators; the instruments, not the guides, of the people.”
This Government are ambitious not for themselves, but for Britain; not just for now, but for the future; not for piecemeal advantage, but for the people’s well-being, for the common good, in the national interest, driven by virtue, gauged by our determined successes, inspired by the people’s will. This is a Bill of which to be proud, a Minister honoured to articulate its strength, and a Government marking their place in history.
Mark Field (Cities of London and Westminster) (Con)
The development of an electronic communications code in part 7 has been closely followed in my constituency, because all too often the standard of infrastructure in the City of London and surrounding areas as regards mobile telephone coverage and broadband lags behind that which commercial tenants nowadays expect to find in a world-leading business district. It is vitally important that this situation be improved if London is to keep up with its global rivals in established sectors and in the emerging tech industries. In particular, we cannot allow the business heart of the capital to be left behind in state-of-the-art technology such as fibre optics and 4G—and eventually 5G when that arrives.
New rights to upgrade and share communications infrastructure could play a very important part in improving that situation. Could we introduce a simpler procedure for landowners to require the removal or repositioning of equipment, where necessary, in order to enable redevelopment to proceed? That might sound counter-intuitive, but at present, especially in areas such as the City of London with very high rates of development, there is a strong incentive for landowners to resist the installation of equipment such as telephone masts in the first place if they fear that the presence of that equipment will obstruct future redevelopment of the site.
I entirely understand the reaction by the shadow Minister, the hon. Member for Rutherglen and Hamilton West (Tom Greatrex), to the late tabling of amendments dealing with the communications code, now removed by amendment 91, and the fact that further time is required to consider the new code. That is necessary; let us get the code right if we can. It is also important to ensure that the code strikes an appropriate balance between landowners and network operators, because only by so doing will it be effective in bringing about the expanded coverage that we all so desperately require. I hope, however, that the process will not take too long, and that we can move forward swiftly with the introduction of a new code, having taken account of the views expressed by industry representatives.
Mr Hayes
Just for clarity, the Government will move ahead with the reform of the communications code. We will begin a full consultation in the next few weeks, with a view to bringing forward draft legislation, for exactly the reason that my hon. Friend gave: to ensure that we have the agreement of all those who are most directly involved or affected and to ensure that there is agreement across the House.
Mark Field
I am very encouraged by the Minister’s words and I know that that will be true of many of my commercial constituents, as it were.
I ask the Government to consider two other things as this important work continues. The first is the position of infrastructure that has been installed before the new code comes into force, whenever that is. As I understand it, the new rules will not apply automatically to such dated infrastructure. Although I understand the reluctance of the Government to interfere in pre-existing legal relationships, I suggest that it would be beneficial to find some means of encouraging existing infrastructure to be brought under the new code as swiftly as possible.
Secondly, there are numerous cases in the City of London in which lengthy wrangling between freeholders and network operators over the terms and conditions for the grant of the necessary consents has delayed the installation of mobile masts or broadband facilities by several months. In the most serious instances, that has prevented business tenants from taking possession of new offices on time or forced businesses to occupy new office space with no functioning communications. Naturally, this is principally a matter of negotiation between private parties, and I would not expect any Government to interfere in such issues, so there are rightly limits to the extent to which they can furnish a solution.
However, when the Bill is enacted, there will be an opportunity under the code for the relevant industry bodies, which have been referred to, to encourage the adoption of model terms and conditions to deal with the issue. Although that is not a complete answer, it would be a constructive step and I hope that it is taken. The City of London corporation has held positive meetings with my right hon. Friend the Secretary of State for Culture, Media and Sport on the matter and will be looking to provide further support where possible, potentially in conjunction with the Greater London authority.
I have spoken before in this House about the need to ensure that adequate investment in the electricity distribution network can be made to meet tomorrow’s demand for new connections, without imposing unreasonable costs on today’s consumers. This is not the occasion to delve into the intricacies of the matter. Suffice it to say that the need for action is increasingly pressing. In relation to my constituency, I am aware that the Government are working with interested parties such as Ofgem, UK Power Networks, the Greater London authority and the City of London corporation with a view to developing new models that might enable the necessary upfront investment to be delivered, with the costs being recouped from customers over time as new connections are made. It is not yet clear whether the amendments that were made in Committee to extend the second-comer rules to independent connection providers will prove directly relevant to that work, but if so, they are to be welcomed.
In conclusion, I commend the Government for the attention they have given to this important matter in part 7. I urge them to continue that focus to ensure that we get it right. As with telecommunications as a whole, this is a crucial, bread-and-butter issue when it comes to London’s future competitiveness as a commercial centre.
Andrew Miller
I thank my hon. Friend the Member for Birmingham, Northfield (Richard Burden) for his kind remarks. Unless I commit a sin that means the Whips require me to do something else in the next few weeks, this will be the last Bill I serve on in Committee. I did so voluntarily, because I take a great interest in a number of its clauses, not least the one referred to by the hon. Member for Cities of London and Westminster (Mark Field). I followed his remarks carefully and agreed with virtually every word he uttered. I am sure he would agree that the draft presented to the Committee last week was grossly inadequate for its purpose. He described the issues in thriving urban areas that need to move quickly to accommodate the needs of developers and the economy, as well as the changing technologies in the telecoms space. Different issues arise when it comes to rural access. Access arrangements have been far from satisfactory, but the clause—drafted in haste—has resulted in this step backwards. That is regrettable because—as was said in Committee—this is long overdue.
I will get the Minister into trouble with the Whips if I go on too much, but he is a man of such integrity that in the last general election he even invited his Labour opposite number, who was at one time my agent, to go for a coffee to discuss how their business should be conducted. That is an example of how collegiate he is. I thought that he would get into trouble with the Whips again when he praised the Secretary of State. I thought that the Minister was going to say that the Secretary of State was adding his weight to the matter, but as I am of similar girth I can get away with that remark.
The Bill has some extraordinarily important aspects. As my hon. Friend the Member for Birmingham, Northfield said, it covers an enormous area. The House will have to come back to the telecoms code and in the interests of all parties—including those mentioned by the hon. Member for Cities of London and Westminster—that will need to be done sooner rather than later, but with careful engagement with all the players.
I was especially interested in the clauses relating to hydraulic fracturing. In the dim and distant past when I worked in geology, I taught students how drilling technology works. I made the point in Committee that had we been using the technology today that we were using 40 years ago I would be against hydraulic fracking, but the technologies have developed to an extraordinary degree. We do not know enough about the UK’s general environment subsurface, so a huge amount of work is needed. In Committee and in the other place, amendments were tabled on baseline monitoring, and I am pleased that the Government have started to move in the right direction. It is possible to come up with a regulatory structure that works for the communities we seek to represent and in terms of the economics of the industry. To achieve that goal, the Government will need to think carefully about some of the issues and the underlying science.
The amendment that I tabled in Committee, about peer reviewing baseline monitoring data, is acceptable to the industry. It is in the interests of the Government and the country to reach cross-party agreement so that the data that go into the public domain are fully understood and we can argue from an evidence base, which we cannot do at present. When the first pilot well was drilled in my constituency, I got only five letters about it: three were technical questions and two were letters of objection. The second one, which was handled differently by the developer, resulted in a massive number of objections and a protest camp that is very firmly in place.
It is important that this House, the industry and the regulators engage with the public, so that there is a better scientific understanding of what can be achieved with the regulatory machinery we put in place. I have no doubt that that is an achievable goal. I hope those on the Government Front Bench recognise that when they seek to develop the Bill further in the other place.
Serving on the Bill with my hon. Friends on the Labour Front Bench and the rest of the Labour team has been a pleasure, as has been working on this topic with the right hon. Member for South Holland and The Deepings and the Under-Secretary of State for Energy and Climate Change, the hon. Member for Hastings and Rye (Amber Rudd). These are hugely important issues and Parliament must get them right.
Finally, there is a message to consider. Reflecting on the way the Bill has been conducted, it is important that the next Parliament looks carefully at the process we have gone through. There are better ways to legislate and perhaps the next Parliament can learn from that. I wish the Bill well in the Lords. I want to see the robust amendments retained so that the regulatory issues raised by those on the Opposition Front Bench can be protected and enshrined in the Bill. That will enable this important industry to develop in this country with the support of the public we seek to represent.
Mr Speaker
The animation of the House knows no bounds when the right hon. Member for South Holland and The Deepings (Mr Hayes) seeks to take to the Dispatch Box.
Mr Hayes
I am grateful, Mr Speaker. I simply want to affirm the thanks offered by those on the shadow Front Bench to all members of the Committee, which I omitted to do in my opening remarks, as well as to those who have taken a leading role, if I may put it in those terms, on both sides of the House.
Bigger, better, well-funded roads; more straightforward planning; safer fracking; a cycling strategy; and we have saved the beaver. What’s not to like? The Bill deserves its Third Reading.
Question put and agreed to.
Bill accordingly read the Third time and passed.
HS2 Funding Referendum Bill
John Hayes Excerpts(9 years, 8 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Mrs Cheryl Gillan (Chesham and Amersham) (Con)
It is a pleasure to follow the right hon. Member for Holborn and St Pancras (Frank Dobson). If we had a secret, unwhipped ballot across the House, I think we may find less support for this project than those on the Front Benches would like.
I congratulate my hon. Friend the Member for Christchurch (Mr Chope) on bringing this Bill to the House and giving me and my colleagues the opportunity to sponsor it. My right hon. and learned Friend the Member for Beaconsfield (Mr Grieve) was not free to sponsor the Bill, but it is good to have his affirmation that he would have added his name to it had he not been on the Front Bench. I have been liberated for some time, and fortunately I have been able to speak about this matter. For the first two years of this Parliament, however, owing to Cabinet collective responsibility and observing what is right and proper in the House, I was unable to air my views about this project on the Floor of the House.
Friday mornings are never convenient for Members who want to spend time in their constituencies, and it is commendable that colleagues have joined the debate this morning, probably on their way to their constituencies. My right hon. Friend the Member for Aylesbury (Mr Lidington) has asked me to mention the strong feelings in his constituency about the huge cost of this project, particularly because the lack of any interim station means that local people are set to gain no benefit from the line, while facing massive disruption to their lives for years to come. I echo that point for my constituency and constituencies in Buckinghamshire that will be severely disrupted should the project go ahead. My hon. Friend the Member for Stafford (Jeremy Lefroy) supports the Bill but is unable to attend the debate, and I am pleased to put that on the record to show that many Members up and down the line—and now beyond the line—feel uncomfortable with the proposals.
That we are debating giving people a vote on this project is absolutely right, and if the Minister, my hon. Friend the Member for South Holland and The Deepings (Mr Hayes)—
Mrs Gillan
I do apologise; I meant no disrespect. If my right hon. Friend realised how unpopular this project was, he might not make the speech he is about to make. I recall that while I was driving—I think I was listening to “Any Questions”,—one of the questions involved HS2. The audience on the radio booed, and I thought, “Well there’s a popular project for the Government to pursue, particularly in the light of its so-called limited cost.” This project has not captured imaginations up and down the country, and it is certainly not held dear by the people I talk to, including those way beyond being affected directly by the line.
The trouble is that HS2 is slipping under the radar in many ways. The organisation led by Buckinghamshire county council is an amalgam of many other organisations and, as I said earlier, it has called itself “51m”, because the equivalent cost of HS2 at the moment, if spread among our constituencies, would give each Member £51 million to spend in those constituencies. The right hon. Member for Holborn and St Pancras said that if we gave £10 billion to the five cities, they would not immediately club together and want to build HS2. In the same way, if constituencies up and down the country received £51 million, they would not immediately club together to build HS2.
Like the right hon. Gentleman, I wanted to find out what people thought about HS2, so I went along to the Institute of Directors. In Transport questions last March, I raised that issue because the IOD—the very business people to whom the project is supposed to appeal—surveyed more than 13,000 directors for its spring report last year to get their views on HS2. More than half those directors thought that HS2 was poor value for money, and more than 60% thought that the budget earmarked for the project would provide a better return if it were used to improve existing road and rail networks. Frankly, when our business community comes out against a project to that extent, I do not understand why the Government do not listen. I am not afraid of asking people what they think, and neither are most of my colleagues in the House. I therefore believe that the proposal for a referendum is well made and should be put, not least so that the business community can express its views.
It is all very well for the companies that are already earning highly from the project. I was amazed at some of the sums that have already gone to potential advisers and contractors on this project, all of which have been printed in Hansard in response to questions—I will not go into the details of the companies, but they are there if people want to look at them. Those companies are in favour of the project, as are Manchester and Birmingham, which see vast swathes of taxpayers’ money coming in their direction. Sir Albert Bore and Sir Richard Leese will be absolutely delighted and will put pressure on Labour Front Benchers to go along with the proposals, because taxpayers’ money will go into those Labour-controlled authorities, but what does that say to the rest of us?
The Minister of State, Department for Transport (Mr John Hayes)
This has been an interesting debate to which a number of Members have contributed. I congratulate my hon. Friend the Member for Christchurch (Mr Chope) on enabling us to explore these important matters. They involve HS2, of course: that is the matter of substance, because the essence of the proposal in the Bill is that it is of such significance that it should be supported only on the basis of the consent of the people, sought and gained by means of a referendum.
I do not want to delay the House unduly, but my hon. Friend would expect me to deal with the question of why a referendum is an inappropriate vehicle for such a decision. The hon. Member for Nottingham South (Lilian Greenwood) focused on that—and, while I speak of focus, let me reassure her that no one’s focus is more laser-like than mine. She explained why she thought that a referendum was an inappropriate way of proceeding in respect of HS2. I intend to speak about that in some detail and at some length, and also with considerable respect for the argument advanced by my hon. Friend, the essence of which is that very big projects that have an environmental effect of this kind and an economic value of this type, and which involve costs of this scale, are of a character that necessitates a referendum.
Since I became a Transport Minister, straddling No. 10 and the Department, I have been associated with—indeed, I would like to say that I contributed to—our road investment strategy. The ideas for that began before my arrival, but I have been pleased to be very much a part of its formulation, and look forward to being part of its delivery. The road investment strategy, the biggest of its kind since the 1970s, looks forward to many decades: the effect of its provisions will last throughout my lifetime, and well beyond. It commits some £15 billion—indeed, a little more than that—to a plan that will affect places throughout Britain, consisting of 100 schemes.
Did we take the view that a referendum was necessary for that plan to proceed? Did my hon. Friend suggest that a referendum should be held in respect of a very large infrastructural scheme, which involved transport and would affect tens of thousands, or hundreds of thousands, of our countrymen in connection with the works that would be carried out and the value that would result in the form of easier and better communications and safer and better roads? I have to say that the answer to that is no, at least as far as I am aware. The same might be said of a number of other infrastructural projects to which the hon. Member for Nottingham South drew our attention, Crossrail being a good example. I am not sure that a case can be made for a referendum in one policy area—indeed, one transport policy area—but not in others, when the drama, significance and scale involved are as great as what we saw in that road investment programme.
Mr Chope
My right hon. Friend surely needs to look at his own situation, because the Government say in respect of local authorities that may, for example, want to spend money on subsidising buses that if the consequence is that they are going to increase their council tax by more than 2%, they must have a local referendum. If it is good for local authorities, where the sums involved might be as little as £28 per household on average—if we take the average council tax—why is he saying that it is essential to have a referendum in that situation, but not in the situation we are addressing today?
Mr Hayes
My hon. Friend draws attention to the idea of holding a local referendum or plebiscite in a very particular area and on a very particular proposal. He does not propose in his Bill a referendum for those directly affected by HS2. He is not suggesting that we hold a referendum of the people of Birmingham, Warwickshire or Chesham and Amersham—or even Christchurch, although I am not sure they will be as directly affected as those in some of those other places. He is suggesting a national referendum, where people from Northern Ireland, for example, would have a vote on these matters, and he is doing so not because they are affected directly, but because of the cost.
Mrs Gillan
I think my right hon. Friend has lost his rapier-like focus, because every taxpayer in every corner of the UK is going to be paying for this project. Every single taxpayer will be making a contribution and, as I pointed out before, the sum is £51 million for every constituency, so I am afraid his argument falls at the first hurdle.
Mr Hayes
And that is true of the road investment strategy, too. It is certainly as true of the road investment strategy as it is of HS2—it is as true of the £15 billion-plus we are spending on roads across the whole country. That £15.2 billion for the road investment strategy does not just affect people in terms of the value it brings; it is also funded by taxpayers in exactly the way my right hon. Friend suggests.
Mr Hayes
What I am saying is that a referendum on this kind of matter is wholly inappropriate. The only referendum my hon. Friend the Member for Christchurch cited in his speech introducing the Bill—and I understand why he has introduced it; it makes a perfectly understandable contention—was the referendum on what is now the EU. I have the Referendum Act 1975 with me and I also have a copy of the Second Reading debate when it was a Bill being discussed in this House. The arguments made then were that this was a matter of immense constitutional significance that affected the future of our nation as a whole in respect of its governance. That is a very different set of arguments from those, however well made, about the cost of a particular area of policy and the effect of that on a number of our constituents—and I include in that the effect, in the broadest terms, it has on the taxpayers contributing to it. That it is a very different kind of argument as my hon. Friend knows very well.
That kind of referendum has only been used in the way I describe. Indeed, my hon. Friend also mentioned the referendum by 2017 that has been pledged by the Prime Minister on our association with the EU, and which is of a similar kind to the 1975 referendum. There are many of us, including my hon. Friend, I imagine, who would argue that that new referendum is absolutely necessary because getting the fresh consent of the British people on the terms of our relationship with the EU is a matter of some urgency. I do not think, however, that one can argue that it is equivalent to the proposal he makes today.
Mr Chope
Are not the EU referendum and the referendum proposed in this Bill a lot closer than my right hon. Friend says? All the leading political parties’ Front Benches support our continued membership of the EU and it is time that the people had a chance to challenge that consensus in a referendum. Similarly with this Bill, the Front Benches all support HS2 funding to the extent of £50 billion-plus, but the people outside do not. Is this not a chance for them to express their own view on this matter?
Mr Hayes
My hon. Friend is a distinguished and experienced parliamentarian, but he is much more than that: he is both a wise man and a clever man—he will understand the difference between wisdom and cleverness —and he knows the argument he has just made is an argument not about equivalence, but about political coincidence. It is certainly true that the Front Benches at that time took a similar view, and the Front Benches do so now, too, as he heard when the shadow Minister spoke. That is a matter of political coincidence, however; it is not a matter of governance. I am arguing that the difference between this Bill and the 1975 Act that gave rise to the referendum in that year is that the advocates of that referendum made it absolutely clear that the referendum was necessary because it was on a constitutional matter of profound significance. I am not sure we can say that about a particular area of policy, however important it is. It would be unprecedented, as my hon. Friend knows, and in my judgment it would, for that reason, be ill-judged. Once we open up that hornet’s nest, I see the ugly prospect of plebiscites on every kind and type of subject. There are those who might welcome that, but I, as a confident exponent of the role of this House, would not do so. I think it is important that representative democracy is served by those who believe in—who have confidence in—the power of this House to take big decisions: to be bold, and to be sufficiently original to excite and inspire the people.
Stephen Pound
I did not wish to interrupt the right hon. Gentleman as the cloak of Chesterton falls about his shoulders, but would he not agree with the former Baroness Thatcher in her comment that these referendums and plebiscites are devices of dictators and demagogues?
Mr Hayes
There is no need to apologise, but the hon. Gentleman anticipates what I was about to say, and I did think, rather mischievously, as he intervened, of the Chesterton line that
“He who has the impatience to interrupt the words of another seldom has the patience to”
devise good ones of his own, but that is certainly not true of him, I have to say.
The point the hon. Gentleman is making is a perfectly decent one: once one gives way to the contention that every major matter—and I accept that this is a very major matter—not only requires the consent of this House, but furthermore, between elections, requires the consent through a referendum of the people as a whole, we have the dangerous beginning of a set of arguments which leads to the place suggested by the blessed Margaret Thatcher and the hon. Gentleman, which is almost one might say anarchic.
Mrs Gillan
I think that my right hon. Friend is taking this line because he is afraid that if a referendum on HS2 was offered to the people of the UK, they would vote firmly against it. Is he actually saying that an institution such as the City of Edinburgh council, which held a postal ballot referendum in February 2005 on its transport strategy, was wrong? I would say it was absolutely right.The people voted and rejected the proposals by 74% to 26%. The voter turnout was 62%. That vote gave people a chance to say how they wanted their council to spend money on a transport project. Is the Minister saying that Edinburgh council was wrong? Is not the truth that he is afraid that people would vote this project down?
Mr Hayes
It is not out of fear that I resist this proposal; it is out of courage. I am courageous enough to believe in the power, wisdom and efficacy of this place. I am not one of those politicians who is prepared to give ground to that destructive modern insecurity—that guilt-ridden doubt about our ability to originate, to invent, to inspire and to enthral—that so many of the governing class are said to feel. I believe that politicians can make a difference, and that they can take big decisions and be ambitious for what they can achieve for the country. So it is not fear that drives my resistance to my hon. Friend the Member for Christchurch’s argument; it is courage, and the willingness to be bold and to have confidence in the decisions taken by this House. I emphasise the point about the decisions being taken by this House, because this kind of project can succeed only on the basis of consensus.
Frank Dobson
Lots of people pull into Euston, and they want to continue to do so without being interrupted for the next 15 years by the works on HS2. In relation to the impact on my constituency, surely the point is that although all the proposals in the Bill—which the House has apparently seriously considered—have been abandoned, the work around Euston has not. There are no proposals for the people or for this House to consider at the moment, and no such proposals are expected until September, even though they were originally promised for last October.
Mr Hayes
The people of Holborn and St Pancras, in their wisdom, have chosen the right hon. Gentleman—for whom I have a great deal of respect, as he well knows—to speak for them. Members of this House are elected to voice the concerns of their constituents. My right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) finished her speech by saying that she would give way to her constituents and allow them to have the final word on this matter. Other Members have argued that they speak boldly for their constituents. My right hon. and learned Friend the Member for Beaconsfield (Mr Grieve) said the concerns of those who have doubts about HS2 were being disregarded because they were seen solely as concerns about the constituency. I do not disregard them on that basis; those Members are doing their duty and their job in making the case for the people they serve, and they do so in the spirit—the Burkeian spirit, dare I say—that should drive all of us who believe in representative democracy and the role of Parliament.
The intervention by the right hon. Member for Holborn and St Pancras (Frank Dobson) brings me to the matter of Euston, about which he spoke at considerable length—understandably, given his long association with that place. He will know that part of the advantage of the HS2 project is that it involves the redevelopment of Euston. He will also know that that will, in turn, involve the rebuilding of the Euston arch. There are those in Warwickshire, and in Chesham and Amersham, who might say that their local concerns are far greater than any consideration of what might happen at Euston, but I say that the emblematic significance of rebuilding the Euston arch will send a signal out across the whole nation that the Government are doing the right thing.
Frank Dobson
The Euston arch could be rebuilt tomorrow. We do not need a huge engineering project to justify it. We could simply dig the stones out of the canal and rebuild the arch where it used to stand, and we could do that tomorrow.
Mr Hayes
As the right hon. Gentleman knows, the rebuilding of the Euston arch is associated with the redevelopment of Euston station, which is at the very heart of the HS2 project. Of all the London stations, perhaps the one that demands redevelopment most of all is Euston. I know that he would not eschew the opportunity to see the benefits of that regeneration not only for rail travellers but for the whole of that part of his constituency. I know that he was not dismissing the redevelopment of Euston or the rebuilding of the Euston arch. I think that, at heart, he is something of an aesthete. Surely he knows, however, that if the project does not go ahead, Euston will not be redeveloped in the way that it could be.
Frank Dobson
I fear that the right hon. Gentleman has been very badly briefed by his officials, because he ought to know—his officials certainly ought to know this, although they probably do not, if my experience is anything to go by—that there were outline proposals for the redevelopment of Euston station that virtually everyone in the locality approved of. They would like that particular redevelopment to go ahead, because it would not involve a vast amount of redevelopment around the station. Sir David Higgins appears to believe, based on his experience with the Olympics in east London, that the area around Euston is a brownfield site, but it is not. It is full of people, and they want to be left alone.
Mr Hayes
I want to say two things about that. First, the right hon. Gentleman knows that those redevelopment plans have been given life only as a result of this project. Secondly, I concede that it is important that any redevelopment should take full account of the interests and wishes of the people in the immediate vicinity. He made a strong case for them in his speech. It is critical that the communities that will be directly affected by that development should be integrally involved in what takes place there. He has been making this argument for some time and, as a result of the overtures that he has made today, I will commit the Government to engaging with those communities, to ensuring that what is done matches the local interest, and to involving him in that process. I am more than happy to have further discussion on the detail of the development of Euston, given what he has offered this debate today. In that spirit, I say to him that its development can be a good and indeed glorious thing; it does not have to be bad news for him, his constituents or the people in that vicinity.
Mrs Gillan
I am sure everybody, particularly the right hon. Member for Holborn and St Pancras (Frank Dobson), appreciates the assurances the Minister is trying to give him. However, I understand that the designers have downed tools on Euston, because they were trying to do it within a £2 billion budget and they cannot redesign and deliver anything meaningful within that. So I would love to know what budget the Minister has set in the Department for the redevelopment, because this is a golden opportunity to inform people of the new budget for any redevelopment at Euston.
Mr Hayes
Let me tell hon. Members what I think about the redevelopment of Euston. This will perhaps come as news to my right hon. Friend and others, but I am absolutely determined that the development of Euston should be ambitious and bold in the way she described. I am absolutely determined that we should end with something that takes its inspiration from the arch. We do not want some vile, low-budget, modern monstrosity. We want a building that is grand and fit for the future, that is a landmark destination and that is as glorious as the new redevelopment of St Pancras or the addition to King’s Cross. We have a good recent record on what can be done at these large London stations. Let us do nothing less than that at Euston—indeed, let us try to do more. So, I will not be constrained in my ambitions in the way she says, and I could hardly be so, given that I claimed earlier to believe that politicians in this place should be bold, courageous, ambitious and inventive. I want a neoclassical building on a grand scale at Euston, and it does not take a lot of working out to realise that the inspiration—the genesis for that—should come from the redeveloped arch.
The right hon. Member for Holborn and St Pancras was saying that although he understands that there will be a totemic significance to that building, we also need to consider its environs. I have pledged to him that we will engage with the local community, with local representatives and with him to make sure that the views and representations of the people in the surrounding area are built in to our thinking. I do not think we can say fairer than that.
Frank Dobson
The sort of thing the Minister is now saying is what HS2 has been saying endlessly to people and then ignoring them. The people in the area—not just their MP but the people themselves—were promised that the revised proposals for Euston would be made public for consultation in October last year and are now being told that these things may be available in September this year. That shows the quality of the consultation that has been going on—it has been listen and ignore.
Mr Hayes
The right hon. Gentleman understands that those are not matters for which I was responsible, but I am here today and I can seize the responsibility for saying to him that we will make those proposals available for local consideration and consultation, and I do not think it is unreasonable to say that we should do that by September. What I do not want to get to is a further statement in September saying that they have been further delayed. He is a very distinguished and experienced local representative. The way these things work best is when draft ideas—plans—are put forward, to which people can then add, and they then develop incrementally. That cannot be done until the conversation is started in the way he describes. So I think we need to move ahead with greater alacrity than he suggests has been the case so far.
Mrs Gillan
I am sorry to press the Minister further, but I am interested in what he is saying at the Dispatch Box because the rumours are that the budget for any development at Euston is going to increase to about £7 billion. I stress that that is a rumour, but I hope he will be able to comment on it. He seems to be adding another layer of consultation and another delay to this project, which will of course add cost to it, so I would like him to set out the timetable for that consultation on Euston and tell me what sort of delay there will be on it. Will it be delivered in September? What is the budget? What are the proposals? If he is going to be able to say what he has said so far at the Dispatch Box, he must have that detail available. I think it is only fair he does this because any changes at Euston will, of course, delay the entire project between Birmingham and London.
Mr Hayes
Let me leave Department for Transport officials quaking when I say that I will give these commitments: the arrangements I have set out in respect of the further discussions and consultation with the people in the area that the right hon. Member for Holborn and St Pancras represents should be completed speedily; they should certainly be done within existing budgets; and the proposals should be brought forward no later and the measures I have set out should begin no later than September, as he requests. That seems to me to be perfectly reasonable, and I am happy to confirm that that has become the Government’s position, because I have said that it is the Government’s position.
I have clearly made the case that the Bill is an inappropriate means to consider HS2 further, on the grounds that a referendum is not the best way of moving forward. I think that I have begun to offer some reassurance to the right hon. Member for Holborn and St Pancras about Euston. I know that he is not entirely convinced, but I hope that he will count it as progress that the Government have recommitted to the kind of proper discussion with the local community that will allow it to shape plans as they move forward. Although I do not wish to delay the House unduly, I shall now move on to other matters arising from this wide-ranging debate that need to be explored.
As she has done a number of times, my right hon. Friend the Member for Chesham and Amersham made a spirited case on behalf of her constituents, and she cannot be criticised for inconsistency in her argument. She suggested that we were—I hesitate to use this phrase, but I will do so, for the sake of clarity—hiding costs by using 2011 prices. She will know that estimates are presented in 2011 prices to ensure that costs can be consistently compared as the project progresses. That is a standard approach for large projects that stretch over many years.
My right hon. Friend also talked about VAT. Her Majesty’s Revenue and Customs recently confirmed that HS2 Ltd can reclaim VAT. As she will know, that took effect at the start of 2014-15. As the National Audit Office has pointed out, VAT is an internal transfer within government, rather than an additional cost, so it would not be right to include VAT in construction cost elements.
Mrs Gillan
I did not raise the matter of VAT, but it is always good to have that information. However, the permanent secretary to the Treasury has given evidence to the Public Administration Select Committee and undertaken to provide us with the costs at today’s prices.
Mr Hayes
I am grateful to my right hon. Friend for clarifying her position.
My right hon. Friend did speak about ancient woodlands—at some length, and understandably so. I agree that it is vital that we value ancient woodlands. Whenever possible, it our intention not to destroy ancient woodlands. Furthermore, it is important that we take whatever mitigating measures we can along the line as a whole to deal with environmental effects. I will be speaking shortly at a platform provided by the Campaign to Protect Rural England about aesthetics and infrastructure, and the importance of ensuring that good design characterises all that we do in major projects, whether rail or road. For too long we have assumed that the ergonomic argument was enough or, worse still, that it was enough to make the case just on the basis of utility, but all great infrastructure projects should have a positive effect with regard to what is built and what that looks like. Of course, it is not possible to avoid all destruction of existing landscape, but I nevertheless value my right hon. Friend’s contribution on ancient woodlands and I have something exciting to say in a moment about a particular tree about which there has been a national campaign.
Mrs Gillan
The Minister is going down a route which encourages me. Will he support me in calling for the full tunnelling of the area of outstanding natural beauty, and can his Department say now that it accepts full tunnelling of the AONB, as it is a precious piece of landscape that he obviously would want to protect?
Mr Hayes
There is already an immense amount of tunnelling in my right hon. Friend’s constituency. I have the map here. Although I cannot give any further commitment today, the Government always have at their heart a desire to do the right thing by the environment. In that spirit I shall speak about the Cubbington pear tree.
As I said, ancient woodlands are an important part of our natural heritage so they need to be protected wherever possible. The best way of doing that is to avoid them in the first place, as my right hon. Friend argued, where that is practical. I repeat that a robust assessment of environmental factors must accompany all aspects of this scheme. As part of that, there has been considerable debate about the 250-year-old pear tree in Cubbington wood. It is not in my right hon. Friend’s constituency but in Warwickshire, but I know she will care about it because she is a great admirer of ancient trees. That pear tree, the second oldest in Britain, I am told, has been the subject of a considerable campaign.
I have asked for a new arboreal study to see whether the Cubbington pear tree can be moved. I do not know if that can be done, but as the rail Minister for the day, I am delighted to say that we will commission that study. If it can be moved, the Cubbington pear tree will be saved. We have already committed to take cuttings if it cannot be saved, but I want to go further and make that commitment in the course of this debate.
The other central element of the debate has been cost. The question that has been raised is why the scheme is going to cost so much and why the target price for phase 1 has gone up. In fact, the target price for phase 1 has come down. It is now £16.34 billion, not the £17.16 billion figure that was originally published. I know that my right hon. Friend and my hon. Friend the Member for Christchurch will intervene in a moment and say yes, that is because of the removal of the HS1/HS2 link, and that is true. None the less, although we have increased the scope of the work that HS2 Ltd must deliver for the target price—the target price now has to include rolling stock, for example—we are determined that despite that bigger ask, there should be a new laser-like focus, to use the words of the shadow Minister, to ensure that this project is conducted as cost-effectively as it can be.
The Department and HS2 have a constant strong focus on ensuring that the project will deliver maximum benefit for minimum cost. The development agreement continues this focus on cost control by making it a key requirement of the delivery arrangements. So yes, this is a very significant project; yes, the costs are very great, but we can deliver it within budget as cost-effectively as possible. Again, perhaps I believe that partly because I am a confident Minister in a confident Government. I am bold about what we can do. I am ambitious. I do not by any means disregard the concerns of Members about these matters because it is important that the Executive are held to account, particularly on issues of cost. But I do say this. Governments and politicians can take one of two views: a reductionist view of politics—a dull, rather mediocre view—or the view that I hold, which is that big projects, with all their economic value and effect on wider well-being, are what characterise big countries.
Mrs Gillan
I assure the Minister that I have never had any poverty of ambition either for my constituency or my country in all the years I have served both. He is claiming that the costs have now come down on phase 1. Will he tell us the new cost-benefit ratio?
Madam Deputy Speaker (Dame Dawn Primarolo)
Order. The Bill suggests that we pose this question in a referendum:
“Do you support the use of …taxpayers’ money to pay for the construction of the HS2 railway?”
We are now drifting well away from the subject of the referendum and the total costs. We are discussing not the individual costs, Minister and Mrs Gillan, but that principle. I am listening carefully to the Minister, who could never be accused of not being ambitious and confident. I would like him ambitiously and confidently to return to the central proposition of whether there should be a referendum.
Mrs Gillan
I apologise, Madam Deputy Speaker; I have been leading the Minister astray. However, my points have been in the interests of the taxpayers who would be consulted in the referendum. I do apologise.
Madam Deputy Speaker
No apology is necessary; I am sure that nobody could lead the Minister astray even with the skills you show in representing your constituents, Mrs Gillan. Your points may be relevant, but we have been discussing only the minutiae and we need to return to the big picture.
Mr Hayes
If I may say so, Madam Deputy Speaker, you have done me a great service as well as the House—and not for the first time. Until now your generosity in allowing me to range widely has moved me. I anticipated that you would want me to return to the core of the Bill, and I will do so without further delay.
The core of the Bill is the proposal that a project—in this case HS2, but it could be any large infrastructure project—should proceed only on the basis of a further reference to the British people through a referendum. I flatly disagree with that, and it will not be accepted by the Government.
I was about to come to the end of my introductory remarks, but I am now inclined to make them my concluding remarks, given your advice, Madam Deputy Speaker. I am minded to draw, as I briefly did earlier, on Edmund Burke, who said in 1774:
“Your representative owes you, not his industry only, but his judgment; and he betrays instead of serving you if he sacrifices it to your opinion.”
Weigh those words—
“if he sacrifices it to your opinion.”
In other words, the representative must not lack the confidence, vigour, energy and vision to make a case on behalf of his constituents for the common good and in the national interest. It has been the business of this House for more than 150 years to usher in some of the greatest projects that the world has ever seen. Those include the railways built by the Victorians, which have stood the test of time and still prove themselves as the veins and arteries of this country. In their day, the same criticisms were made.
I have the railways Acts of 1833 and 1837 with me here today. I have seen the Second Reading debates. I know the criticisms faced by those who proposed that first generation of great railways—those big infrastructure projects; they were very like the criticisms made in the House today. Those debates were very like those that we have enjoyed about whether these things represent a threat or an opportunity. Those politicians, those Victorian leaders and those Governments did not duck their responsibility—they did what Britain needed. Today we remain grateful for their decisions, because we still benefit from them.
Let me be clear: the west coast main line, which despite having been upgraded since those Victorian times, has at last reached its capacity. Even on moderate forecasts, that line—the nation’s key rail corridor—will be full by the mid-2020s, despite the £9 billion-worth of improvements in recent years. We cannot continue to make do and mend. We must make a bold decision worthy of our nation’s future, in the spirit of those great leaders of the past, as ambitious and confident for the next generation as they were for us. As parliamentarians, we are elected to serve not only the constituents that live now but those yet to come, for the decisions we take will affect them too.
We have a duty to support this kind of infrastructural investment—to make the difference, to shape the future, not to hesitate to do the right thing—and that is precisely what we will do. That is why I ask the House to reject the arguments, however well meant and well articulated, made by my hon. Friend the Member for Christchurch, and reject the Bill he has put before us.
Oral Answers to Questions
John Hayes Excerpts(9 years, 8 months ago)
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David Morris (Morecambe and Lunesdale) (Con)
5. What progress he has made on implementing the Government’s road investment strategy.
The Minister of State, Department for Transport (Mr John Hayes)
I have looked at the prepared answer and it is mind-numbingly turgid, so I will do something of my own. This Government have introduced a road investment strategy with a plan for road investment that is backed up by finance and informed by empiricism, and it is the most ambitious plan since the 1970s. The whole House can look forward to a future considerably brighter than the past that we endured under the last Government.
David Morris
I ask my right hon. Friend, who is affectionately known locally as the people’s Minister, to look favourably on the proposal to have a tunnel under Morecambe bay as it would add to the northern powerhouse proposals that the Chancellor is looking into and envisaging for the country.
Mr Hayes
I wondered whether my hon. Friend might ask this question, because he has raised the subject in an Adjournment debate and I know that he is a great champion of his constituents’ interests. I thought, as you must have done, Mr Speaker, of Ezra Pound, who said:
“What matters is not the idea a man holds, but the depth at which he holds it”.
Any man who advocates tunnelling at this scale certainly holds an idea at very great depth indeed. This is a matter for local councils—for Lancashire and Cumbria—and it is for them to consult their local enterprise partnerships. Nevertheless, I am interested in the scheme and am happy to invite my hon. Friend to the Department to discuss it with officials and see what can be done.
Richard Burden (Birmingham, Northfield) (Lab)
I do not know whether the Minister has a prepared answer for this one, but may I take him back just a few weeks to the launch of a poster showing a road smoothly stretching out into the distance which was discovered to be a German road full of potholes that had been airbrushed out? Is that why he and other Ministers are trying to airbrush out the fact that spending for local road maintenance will be lower in real terms in 2020 than it was in 2010?
Mr Hayes
Road maintenance is just short of £1 billion a year. This Government are not neglecting road maintenance and we are certainly not neglecting roads—[Interruption.] I know the hon. Gentleman thinks that I am smooth, but I am never airbrushed. This Government’s commitment to roads is unprecedented and I recommend to the Opposition that they recognise that such infrastructure investment is something on which there should be consensus. Unless there is consensus, we will not build the confidence that is necessary to get the investment that is in the national interest.
Stephen Hammond (Wimbledon) (Con)
I share my right hon. Friend’s enthusiasm and confidence about the future under the strategy, although perhaps I do not express it so eloquently. One of the most exciting elements of the strategy is the introduction of smart motorways. Will he say a little about how the Government’s plans for that are going?
Mr Hayes
My hon. Friend will know that the way in which people drive, the vehicles they use and the interface between the driver and the road will change. That is already happening with smart motorways. We have been innovative in the work we have done on that and there is more to be done, but what is certain is that the Government need to consider all the technological changes that will inform the alteration in how people use roads in the way that he implies. The smart motorways programme is important, but it is also important that we articulate that message more clearly. I know that the Secretary of State will be saying more about this over the coming weeks and months, and I will be too, because I think it is important that people understand the opportunity that lies ahead of us.
Mr Philip Hollobone (Kettering) (Con)
The A14 around Kettering between junctions 7 and 9 is being widened. When complete, that will be very good news for Kettering and the national economy, but understandably, while the roadworks are under way, disruption is being caused. Will my right hon. Friend confirm that the works will be completed this April, on time?
Mr Hayes
We will be setting out in the coming weeks a timetable for the completion of a series of schemes associated with this strategy. We need to set out the detail to maintain confidence that we will carry through our intentions. In that context, I will happily discuss with my hon. Friend the timetable for that scheme.
Ian Lavery (Wansbeck) (Lab)
6. What assessment he has made of variations in eligibility for young person or child fares on public transport.
The Minister of State, Department for Transport (Mr John Hayes)
I have been maritime Minister for a relatively short time in which we have developed a maritime skills strategy and a maritime growth plan. There are those, tinged by the melancholy of what is past, who do not believe that our future can be as bright. I believe, imbued with the spirit of Nelson, that our island nation’s seafaring future can be just as glorious as its past.
Michael Dugher (Barnsley East) (Lab)
Last week the “Buses in crisis” report from the Campaign for Better Transport revealed that since 2010 more than 2,000 bus routes have been cut and bus fares have risen by 25% on average—five times faster than the rise in average wages—while bus companies continue to make big profits and big bonuses for people at the top. Why will not the Government back Labour’s proposals to legislate to give London-style powers to city and county regions in England, which would give passengers the power to control fares, set routes and integrate services? If it is okay for Boris, then why not the same powers for Bristol, Birmingham, Bedford, Brighton, Burnley, Bradford, Burton, Blackpool and Barnsley?
Mr Hayes
My hon. Friend has presented me with a diagrammatic representation: his original version was a cross between an egg timer and a peanut, but he has now given me a more detailed one. I am aware of the situation. As he will know, the Highways Agency spent £1.5 million on the scheme. Nevertheless, I know there remain problems and I am happy for him to meet with me and the Highways Agency to see if the problems can be solved.
Julie Hilling (Bolton West) (Lab)
The Prime Minister has said that the Pacer trains are going, but the Treasury has said it will only encourage bidders, so will the Secretary of State give a guarantee that all Pacers will be replaced and a date for when that will happen?
Stuart Andrew (Pudsey) (Con)
Will my right hon. Friend update the House on progress with connectivity to Leeds Bradford airport? The prospect of a link road is of great concern to many of my constituents. Surely an effective contribution to the northern economic powerhouse would be for one of the largest airports in the north to be connected to the rail network.
Mr Hayes
Equipped with the information I need, I have that very study here. My hon. Friend is right that it says that a road link is important, but it does not of course rule out a rail link in the way he describes and of which I know he has been a great advocate. In that context, I will take another look at the matter, which of course has to be taken forward locally. He has been a great champion. How proud the people of Pudsey must be to be represented by my hon. Friend.
Chris Bryant (Rhondda) (Lab)
Last Thursday in Committee, the charming Minister pushed through amendments to the Infrastructure Bill to change the electronic communications code. Last night, he sneaked upstairs to the Public Bill Office to table amendments to delete the very same changes that he made last week. Are these the shortest lived amendments in the history of this House? To be blunt—[Interruption.] I am here all week. To be blunt, is it not time to say that the Government’s whole deal with the mobile phone companies has fallen apart?
Mr Hayes
My advice to the hon. Gentleman is that it is always better to be sharp than to be blunt, but that option is not available to him most of the time. The truth is that we have listened, because we want to move forward in a spirit of consensus. We know that it is vital to reform the code, and we want to do it properly. The Opposition made the case that we should withdraw it, think again and work with all concerned to make it work, but now when we do so, they criticise us. They cannot have it both ways.
National Policy Statement (National Networks)
John Hayes Excerpts(9 years, 8 months ago)
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The Minister of State, Department for Transport (Mr John Hayes)
On 13 January 2015 the House of Commons debated the national policy statement for national networks which I laid for parliamentary approval on 17 December 2014. In the light of the satisfactory completion of that process I am pleased to inform the House that I am today designating it as a national policy statement under the provisions of section 5(4) of the Planning Act 2008.
An effective planning system is crucial to the future timely development of the country’s national networks infrastructure. The designation of this policy statement marks a significant step forward, clarifying what is required to enable the development of major schemes that will alleviate congestion on our roads and overcrowding on our railways, while setting clear requirements on safety, design quality and environmental protection.
[HCWS187]
National Networks Policy Statement
John Hayes Excerpts(9 years, 9 months ago)
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The Minister of State, Department for Transport (Mr John Hayes)
There is a critical need to improve the national networks to address road congestion and crowding on the railways, to facilitate safe and reliable journeys, and to provide a transport network that is capable of stimulating and supporting economic growth. There is also an equally important need to ensure improvements have minimal impact on the environment, are well designed and improve safety.
The national networks national policy statement (NPS) sets the policy against which the Secretary of State for Transport will make decisions on applications for development consent for nationally significant infrastructure projects on the road and rail networks and strategic rail freight interchanges. The statement is based on existing Government policy and only applies to England.
Parliament has already played a valuable role in scrutinising the national networks NPS. I would like to thank the Transport Select Committee for its report, all those who contributed to the debate in another place, and those who also undertook important scrutiny work on the earlier drafts.
I am today taking the opportunity to lay before you the NPS for national networks in England pursuant to section 9(8) and 5(4) of the Planning Act 2008, and the Government’s response to the public consultation on the draft national networks NPS, which commenced in December 2013 for a period of 12 weeks.
Copies of all documents have been made available in the Libraries of both Houses and I am also publishing these documents on the Department’s website, with an updated version of the appraisal of sustainability, a post-adoption statement and other supporting documents.
Dartford-Thurrock Crossing Charging Scheme
John Hayes Excerpts(9 years, 9 months ago)
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The Minister of State, Department for Transport (Mr John Hayes)
The Dartford-Thurrock crossing charging scheme account for 2013-14 is published today under section 3(1)(d) of the Trunk Road Charging Schemes (Bridges and Tunnels) (Keeping of Accounts) (England) Regulations 2003. A copy of the accounts will be placed in the Libraries of both Houses.
Infrastructure Bill [Lords]
John Hayes Excerpts(9 years, 9 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
The Minister of State, Department for Transport (Mr John Hayes)
I beg to move, That the Bill be now read a Second time.
What a joy to perform once again in this theatre of dreams. What an honour to speak for the Government introducing this important Bill. What a responsibility this House has to create the future our nation needs, to build a Britain fit for generations to come and to plant trees for those born later.
Governments of all persuasions tend to neglect the long term. Perhaps that is the legacy of the post-war preoccupation with Keynes, who after all wrote:
“In the long run we are all dead.”
Perhaps the necessity of popular payback within five years discourages public policy that looks sufficiently forward. To speak candidly, it is more likely that we—those of us with power—are frightened to anticipate what might be, fearful of misjudging what is to come. Sometimes, in respect of some things, that does not matter too much, because some of the business of government is necessarily reactive. But when it comes to infrastructure, failure to face the future is catastrophic and devastating.
Thinking for the long term widens an appreciation of consequence and deepens an understanding of effect. The absence of strategic vision not only leaves us with exclusively reactive responses to need, but reduces policy to piecemeal, tiny steps when giant leaps forward are needed. That reflects a small view of government. That is not your view, Mr Speaker, I hasten to add, and nor is it mine, but it is a pessimist’s view of politics—a politics reduced to dull, technocratic managerialism.
By contrast, the Bill that I introduce to the House today is urgent and ambitious about long-term plans and a bolder view of what Government can do: urgent because Britain sits uncomfortably low, at 27th, in the global infrastructure rankings; ambitious because, as this Bill demonstrates, the Government are focused on the future. This Government understand that the future of our country depends on investment for the long term that must and will be ambitious.
Mr John Redwood (Wokingham) (Con)
Does the Minister recall that we both fought on a Conservative manifesto that said that we should get rid of quangos and not create new ones, and that Ministers should be responsible and accountable—something that I entirely agree with? Why is he proposing two new quangos on highways instead of the excellent arrangements for accountability through him?
Mr Hayes
My right hon. Friend has made that point to me previously. Let me tell him, with a candour equal to that of my earlier expressions, that I am absolutely determined that the lines of accountability for the strategy we have in place should be clear and that Ministers’ lines of reporting in this House should be palpable and known. Indeed, I have missioned my Department to make sure that that happens.
I will make available in the Library of the House, not only for my right hon. Friend’s benefit but for that of the whole House, a description of precisely what those lines of accountability will look like. When he sees that clear description of how the House and Ministers are going to exercise their proper authority in the name of the people, I think he will be more than impressed and will feel that this Government and this Minister have gone further than even he expected us to.
Caroline Lucas
I am grateful to the Minister for giving way; it is good to see that he is on his usual courteous form. He talks about the importance of facing up to the future, but the question is what kind of future it is. Why does this Bill lock us into such a high-carbon future at exactly the time when we need to be shifting towards being able to meet our climate change objectives?
Mr Hayes
As the hon. Lady suggests, the kind of future that I anticipate is very different from the one that she sees, for my kind of future is ambitious for Britain and virtuous in its intent; I am not sure that that is true of hers. I do not mean to be unkind in any way. However, as I said, I will come to invasive species by those that are apparently ornamental when they first arrive but turn out to be nothing but a nuisance.
Hon. Members will see a virtuous pattern that demonstrates my and the Government’s unrelenting commitment to delivering better infrastructure. At the heart of the autumn statement made by my right hon. Friend the Chancellor last week was the biggest and most far-reaching roads programme in decades, with over 100 improvements to our major roads. As the House knows, that extra capacity will be underpinned by £15 billion of investment. Better infrastructure means more jobs, more opportunities and more growth. Those things will ultimately help to build a better future, drive down the deficit and inspire our people.
On taking office, we produced the first ever national infrastructure plan. We have made big calls on HS2, on Crossrail—the biggest construction project in Europe—and on shale gas exploration. We have got Britain building, with over 500,000 new homes built since April 2010.
Helen Jones (Warrington North) (Lab)
The broad sunlit uplands that the Minister is describing mean absolutely nothing to people in my constituency threatened with the untried technology of fracking without sufficient safeguards, which would wreck many of our villages and suburbs. Does he think that that is all right because it is going to happen in what his noble Friend Lord Howell calls the “desolate” north?
Mr Hayes
The hon. Lady is, of course, right to defend the interests of her constituents and to say that, when such innovations occur, it is vital that the communities affected understand what is going to happen and are involved in the decision-making process. When as Energy Minister I set up the office for unconventional gas and oil, part of my intention was for it to ensure that good information was provided, that some of the misinformation that prevails be put aside, and that local communities could be as engaged as much as possible in the process. I understand the hon. Lady’s championing of her community and she can be assured that this Government take exactly that kind of open-minded, generous, communitarian approach.
Andrew Miller (Ellesmere Port and Neston) (Lab)
The right hon. Gentleman knows that I am on the same side as him when it comes to the potential development of unconventional oil and gas. With that in mind, and given his answer to my hon. Friend the Member for Warrington North (Helen Jones), will he explain why the Government rejected Labour amendments in the other place that the industry are quite relaxed about?
Mr Hayes
The hon. Gentleman will have the chance to make that case as the Bill makes its passage through the House. I am not in the other place and it is not really for me to anticipate the amendments that he or other Members might table. Of course, we will listen—this is a Government who listen and learn, as I shall describe in a moment. Given the hon. Gentleman’s record in this House, I know that he would be the last person to turn his back on innovation and stand in the way of progress. Indeed, he has been one of this House’s greatest advocates of innovation and scientific progress.
Barbara Keeley (Worsley and Eccles South) (Lab)
My constituency includes the community of Barton Moss, where a six-month exploration for shale gas took place from November to May. That was dumped on frightened communities and people as a result of a 2012 planning application for coalbed methane gas. There was no reassurance.
Even worse, the Government have changed the planning process, shortened time scales, and taken some vital aspects of planning consideration away from local planning authorities and given them to the Environment Agency; that made it so much more difficult for communities such as mine to comment and be involved. They were not involved and they did not comment. The things the Minister has said about reassurance just did not happen.
Mr Hayes
I do not want to be unnecessarily partisan, because that is not my way, but I can say only that the hon. Lady has either misread the Bill or misunderstood the Government’s intention. After my explanation of that aspect of the Bill, I hope the hon. Lady will leave the Chamber if not convinced, at least with many of her worst fears assuaged. If I am imperfect in making the argument, so be it, but I will give it my best shot. I will say no more than that.
The hon. Lady and others know that, because of our commitment to long-term delivery, unemployment has dropped below 2 million for the first time since 2008 and we have produced the first ever road investment strategy, which has been warmly welcomed not only by Members of this House, but by the RAC Foundation director, Professor Stephen Glaister, by Richard Threlfall, the head of infrastructure at consultants KPMG, and by many others. I will not tire the House by listing the many supporters of the Government’s approach. That would not be entirely fair to the Opposition, either. I do not want them to start with such a profound disadvantage; I want to give them a fair shot on what is, after all, an extremely sticky wicket for them.
I genuinely believe that our impressive commitment to the long term, which stands in sharp contrast to the record of the previous Government, is one of the hallmarks of this Administration. According to the World Economic Forum’s global competitiveness survey, under the Labour party—as I have said, I do not want to dwell on this for too long—our roads and railways plummeted from seventh in the world to 33rd.
We know that if Labour had been re-elected in 2010, things would have only got worse. Mr Miliband admitted to the BBC after the election that Labour had planned to cut investment in rail and road by 50%, telling Radio 5 Live that
“we’re going to halve the share of national income going to capital spending.”
That was, of course, Mr David Miliband, Mr Speaker, as you probably remember.
The sharp contrast between anyone called Miliband and Benjamin Disraeli is of course clear to all in the House. That great Prime Minister once said:
“In a progressive country, change is constant;…change…is inevitable.”
The role of Government is to prepare for change, and to plan for the long term. The various measures in the Bill will help to bring about such changes and make a real difference to people’s lives and livelihoods. Let us look at the changes in turn.
First, on roads reform, the Government have announced hundreds of extra lane miles on motorways and trunk roads, and action to improve some of the most important arteries in our country, such as the A303 to the south-west and the A1 Newcastle-Gateshead western bypass. It is fair to say that our work at Stonehenge—the bold engineering work to be done—is probably the most ambitious scheme there since the stone age. It is totemic, as it were, or emblematic of this Government’s willingness to tackle matters that have been neglected for a long time by successive Governments.
Major roads run by the new strategic highways company will create better connectivity and minimise environmental impact. The new name for our strategic highways company will be Highways England. I intend to set it up as soon as possible. The Government have already committed more than £24 billion to upgrade England’s strategic road network through to 2021.
John Mann (Bassetlaw) (Lab)
The people of Elkesley are going to be a little perplexed. The previous Government got rid of the six roundabouts on the A1 within three years of my taking the then Minister there to show him the problem; yet the Elkesley bridge on the A1—I agreed it with the Government in 2009, with the work to begin in 2010—has only just begun to be built during the past year. Why has there been a delay by this Government on a key part of the A1? Is it not because they have not been prepared to spend the money on our roads?
Mr Hayes
The hon. Gentleman knows that Nottinghamshire is dear to my heart, as it is to his. He says that the work has only just begun; well, I have only just become the Minister, haven’t I? I do not say that that coincidence is entirely a correlation between his desire and my effectiveness, but it is certainly true that our improvements to the A1—along its length, actually—will make an immense difference not only to motorists, but to hauliers from my constituency and many others who need to get their goods to market.
The hon. Gentleman will know that we have added more than 1,300 new lane miles, and that we will fix some of the most notorious and long-standing problem areas on the network, such as the entire A303 and the A358 to the south-west, including the tunnel at Stonehenge. The 84 new road projects will improve connectivity across the UK. In addition, we are investing to improve the lives of local communities affected by road upgrades.
Mr Redwood
On the important link to the south-west, did the Government look at the alternative to a tunnel of deviating the road a little further away from Stonehenge —giving generous compensation to landowners—and building a much cheaper road above ground?
Mr Hayes
We considered all the options. My right hon. Friend will know that we undertook considerable research, discussion and consultation on that matter. The scheme we have ended up with has been welcomed by several environmental bodies, such as English Heritage. Of course, each option has pros and cons—I would not be straightforward with the House if I did not acknowledge that—but I think that we have got the right solution.
As with all such schemes, what characterises the Government, above and beyond the desire to think strategically and put funds behind the strategy, is a willingness to look empirically at a range of options. It is very important to be ambitious, but also to be precise, and the way in which we measure the effect of the money we spend has allowed us to allocate funds not only to areas of the road network that have the greatest need, but where we can make the most difference.
The fact that there is £100 million to improve cycling provision at 200 key locations across the network reflects our understanding that it is not just motorists and hauliers who count. There is a £300-million environmental fund to mitigate carbon emissions and reduce the number of people affected by serious noise by up to 250,000. There is £100 million to unlock growth and housing developments.
I have missioned my Department to look closely at the look and feel of what we build. It is absolutely right that the aesthetics are taken into account. If that was good enough for earlier generations, it should be good enough for ours. What we build does not have to be ugly. It can serve a purpose and have an edifying impact on the localities affected.
John Mann
Having condemned the Transport Ministers of the last four years for failing to do the Elkesley bridge and taken all the credit for retrieving the situation, the Minister will know that it is the one bridge that will create a strategic cycle route across the A1 in Nottinghamshire—and, indeed, the east midlands. Will he, therefore, consider how funds can be allocated to ensure that that strategic cycle way is properly incorporated into the cycle path infrastructure of the future?
Mr Hayes
On the general point, the hon. Gentleman will know that the Government have instructed the Highways Agency to look at the impact that all new road schemes will have on the interests of cyclists. That had not been done previously. On the particular point, because I never want to neglect the opportunity or waste the chance of an interface with the hon. Gentleman, I would be delighted to invite him to my Department for a cup of tea and a biscuit—[Hon. Members: “What sort?”] A digestive biscuit. I invite him to the Department to discuss the precise matter that he raises.
Guy Opperman (Hexham) (Con)
May I return to the fundamentals of the Bill? Does the Minister agree that a key issue in the Bill is the implementation of the Wood review? That will have a huge impact on the recoverability of oil and gas—not only in Scotland, but in the north-east of England, which has an oil and gas sector that is growing tremendously.
Mr Speaker
Order. I simply note, in passing, that the Minister of State has not offered his hon. Friend the Member for Hexham (Guy Opperman) a cup of tea or a biscuit, which he proffered generously in the direction of the hon. Member for Bassetlaw (John Mann). Whether the House will read anything into that, I do not know. Perhaps he has it in mind to present the hon. Member for Hexham with a copy of “Coningsby”, “Sybil”, “Tancred” or some other Disraelian creation. We do not know, but we will learn in due course.
Mr Hayes
I may have revealed a prejudice in favour of Nottinghamshire and Lincolnshire, which, as you know, Mr Speaker, are deeply ingrained on my heart. I will seek to counter that when my hon. Friend the Member for Hexham (Guy Opperman) next visits me.
Alongside the transformational investment, we propose to turn the Highways Agency into a Government-owned company, with the Secretary of State as its sole shareholder. The company will have stable, long-term funding that is set through a road investment strategy. Our ambitious programme of investment can be delivered only through a road operator that is fast and efficient and that provides a better service to road users. As a result, it will be able to plan ahead more effectively and deliver best value for money to the taxpayer. The changes are expected to save the taxpayer at least £2.6 billion over the next 10 years. Hon. Members will be familiar with the impact assessment that makes that clear.
The impact on the supply chain of creating a Government-owned company with greater certainty over funding and a clear relationship with Government will be positive. In the past, the construction industry has reacted to new spending on a case-by-case basis, and has not invested in the equipment and skills that would create long-term jobs in road construction.
If I may depart from my script at this point—although the Secretary of State will not worry about that, I can see that civil servants might, but I am going to do it anyway—I should say that I think there is a challenge in delivering this strategy. The Government can devise a strategy on the basis of the empiricism that I mentioned earlier. Bold Governments put money behind that, which is precisely what this brave and bold Government have done, but delivery will be a challenge and we will need to work with a whole range of organisations. The Highways Agency, of course, works with a number of private sector organisations. There are big issues relating to the supply chain and the skills necessary to make this happen. Those challenges would face any Government and they need to be considered carefully. They will require a new energy in respect of the acquisition and development of necessary skills. However, the Bill gives us the opportunity to do just that: the chance to give the construction industry the certainty it needs to invest in people and skills for the long term.
We have also listened and learned on a range of other issues. The British Transport police told us that the drafting of the Road Traffic Act 1988 did not allow it to require vehicle owners to disclose the identity of drivers who committed road traffic offences on the railway. We will change that. We have listened to calls to extend the BTP’s jurisdiction beyond the railway environment to help to protect people.
The provisions on invasive non-native species will allow our environmental officers to address the few cases each year where owners do not allow access to their land to eradicate new species that threaten to spread across the country. Invasive non-native species are estimated to cost the UK economy £1.8 billion a year. They are indiscriminate: they damage gardens, private land, public land, farmland and infrastructure sites.
We have introduced a number of measures designed to help to get Britain building. The small changes we are proposing speed up the approval of nationally significant infrastructure projects, such as the Thames tideway tunnel, road schemes and other major schemes, and will send a clear message to investors and developers that the steps to deliver transformational projects are as simple, sensible and straightforward as possible.
Those who believed that the coalition Government, with all the inevitable pressures and tensions, could not be bold, have been proved, wrong have they not? Among the many examples of boldness, some stand proud. Hinkley Point C, a scheme approved under the improved nationally significant infrastructure projects process, took 17 months to receive planning consent. That compares with more than six years for Sizewell B, including a public inquiry that lasted three years. We think we can do more and that we can improve on that. It is vital that we do so, because these schemes are hugely important. Hinkley Point C will deliver more than 900 skilled jobs for 60 years.
On deemed discharge, we have all seen a piece of land that has been bought, fenced off and ready to be developed, and felt a pang of frustration due to a seemingly inexplicable delay. The measures to discharge planning conditions will ensure that planning applications can get on and be delivered. The Government have already taken action. We have delivered a clear policy in the national planning policy framework and provided fresh guidance, but we need to go further. Recently, a major house builder identified that more than one third of its entire land bank was tied up in the planning system, awaiting reserved matters approval or the discharge of conditions. As a nation, we simply cannot afford to accept unnecessary delays to much-needed development that has already been subject to local scrutiny and granted planning permission.
Mr Raynsford
The Minister talks about deemed discharges and refers to the national planning policy framework. Where a local authority has set a condition that is in conformity with the national planning policy framework, does he believe that it should be subject to deemed discharge?
Mr Hayes
That is a fair question, and one which has already been put to me by those in local government. I will look closely at that, but I am anxious—the right hon. Gentleman is a great expert, given his experience as a Minister and, beyond that, his understanding of house building—and keen to ensure that this does not create unnecessarily bureaucratic or over-regulatory delay. The point he makes is a good one and I will certainly go away and consider it during the passage of the Bill. I say to my right hon. Friend the Member for Wokingham—who has intervened twice and might have another go in a minute, who knows?—that this is a very good example of the Government taking action to make the system more straightforward and less bureaucratic, so that decisions can be made in a timely way and be acted on with appropriate promptness. Wise as they are on these things, I am sure the Opposition will not disagree. Likewise, when they reflect on much of the Bill, I suspect they will appreciate it is the right thing to do in the national interest—but we will hear from them in a few moments.
Public sector land is an important source of land for development, and we have already released land with the capacity for 90,000 new homes, but to make that happen we propose to allow a Government arm’s length body to transfer disused surplus land directly to the Homes and Communities Agency or the Greater London authority, rather than having first to transfer it back to the parent Department. This measure will once again reduce bureaucracy in the transfer of land, meaning that disused Government-owned land can be brought to the market more quickly to build homes and improve communities.
As you know, Mr Speaker, the Government are committed to England’s public forest estate remaining in public ownership—[Hon. Members: “They are now.”] I know Labour is in the woods, but we are committed to the past, present and future of our forests. Hon. Members, including my hon. Friend the Member for Forest of Dean (Mr Harper), have raised their constituents’ interests several times in the House and have influenced the decision to amend the Bill to ensure the measure will not apply to them.
The move to digitise and centralise local land charges and free up the Land Registry to take a wider role will ultimately help people buying and selling their homes. The Government aim to make dealing with property quicker, cheaper and easier. The Land Registry is well placed to help achieve that aim because it is already at the centre of the conveyancing process and is the largest single source of property information. The changes in the Bill will stop the wider disparities in charging, currently ranging from approximately £3 to £76, and will lead to a more efficient service for searches as people access a single provider rather than one of 348 separate providers. We need modern systems to underpin the property market.
On zero-carbon homes, we have already tightened building regulations to make new homes more energy efficient. Today’s new homes save people about £200 on average—
Dr Whitehead
Given the Minister’s concern for linguistic exactitude, will he reflect that he is talking about “zero-carbon homes”, yet he must be clear that the provisions in the Bill mean that no zero-carbon homes will be built now or in the future? Would he care to rephrase his contribution to something such as “slightly less energy leaky homes”, or some such locution, to make his language exact?
Mr Hayes
Even if I believed that, such an ugly turn of phrase would fit ill on my lips, and I could not possibly bring myself to issue it. To that end, I will stick with my own choice of words.
The hon. Gentleman knows, because he is a great expert on these matters—far more expert than I am, I have to acknowledge—today’s new homes save £200 on average on their energy bills compared with homes built before the coalition came to power. He knows that new homes are more energy efficient. I want that energy efficiency to grow, however, so new homes will have net zero-carbon emissions from energy used to heat and light them, and there will be a higher efficiency requirement that may be augmented by on-site renewable energy measures such as solar panels.
Where that is not possible, however, to abate all carbon emissions on-site, the Government will allow developers to offset remaining emissions through off- site carbon abatement measures known as “allowable solutions”—precisely what the hon. Gentleman was referring to—which is a cost effective and practical way of dealing with carbon. I know it does not appeal to the purists, but it is deliverable. Either we want to hit these targets and get to our destination, or we do not.
Joan Walley (Stoke-on-Trent North) (Lab)
I know very well about the Minister’s literary expertise, but why is he giving small-scale developments exemptions from the highest standards?
Mr Hayes
We are doing it on the grounds of practicality. The hon. Lady and I, during a recent session of the Committee she chairs, exchanged thoughts on the issue of emissions. She will know that there is always a balance to be struck. She refers in her intervention to the preferred threshold of 10 units, but as I say there is always a balance between inhibiting or even preventing development at all and achieving our desired outcomes on carbon. I am happy to hear representations on all these matters, as I want this Bill to be as good as it can be. We are trying to strike that balance, which is the frank answer to the hon. Lady—and I am known in this place for giving straightforward and frank answers.
Duncan Hames
The Minister speaks of striking a balance, but I wonder whether he will help us by saying what assessment has been made of the overall impact of the Bill in its entirety on the Government’s ability to meet their legal obligations under the fourth carbon budget?
Mr Hayes
The hon. Gentleman will be familiar with the impact assessment. I have a copy here and I would be happy to let him read it. It is available and if he looks at that impact assessment he will be able to gauge how far we have performed the analysis he describes. If he feels that we have done so insufficiently, I shall be more than happy to correspond with him directly on the matter. I know that he always brings fresh thinking to the consideration of this House.
The Bill will enable communities to be offered the chance to buy a stake in new, commercial renewable electricity schemes in their local area, so that they can gain a greater share in the associated financial benefit. We would consider using this power only if the voluntary approach to community shared ownership in renewable energy did not bear fruit. A right to buy would give communities the opportunity to have a real stake and sense of ownership in projects happening in their area. The Shared Ownership Taskforce recently launched its voluntary framework, and we brought forward an amendment to the Bill in the other place in order to provide greater certainty on the minimum time scales for this voluntary approach to take effect. We are proposing, too, to allow changes to the renewable heat incentive to provide more flexibility in financing arrangements for renewable heating systems.
Let me come on now to what I described as the exciting part of my speech, which deals with the Wood review. We recognise that increasing renewable energy sources is important, but we realise that a dynamic and flourishing oil and gas industry remains important, too. It can contribute to our energy security and to the economy, supporting around 450,000 jobs and showing record capital expenditure in 2013 of around £14 billion.
The Government agreed with the findings of Sir Ian Wood’s independent report, which concluded that changes to the recovery and stewardship regime in the North sea could deliver around £200 billion of additional value to the UK economy. We intend to deliver all of Sir Ian’s recommendations, but further work is required with stakeholders on a number of detailed aspects and parliamentary time is scarce. We are therefore starting by introducing two measures: one will put into statute the principle of maximising economic recovery of petroleum from UK waters; and the second will introduce a power so that the costs of funding a larger, better resourced regulator can be paid for by the industry rather than through general taxation, as is currently the case.
We need to explore all our energy options. This is the age of increasing costs, uncertainty and insecurity in overseas energy suppliers. The shale gas industry in the UK is at an embryonic stage, and the changes in the Bill would simplify the procedure by which onshore gas and oil and deep geothermal developers can obtain underground drilling access, and are accompanied by the industry’s commitment to pay communities in return for the right to use deep-level land. We do not yet know what is commercially viable, but we are encouraging exploration. These provisions will help us to address this question to ensure that the regulation is compatible with these new methods of underground drilling.
There has been a great deal of unfounded scaremongering on the environmental impacts of shale gas, much of it based on examples from other jurisdictions. The Bill does not alter the involvement of local authority planners; nor does it erode in any way the strength of our regulatory regime, the effectiveness of which has been demonstrated over 50 years of development, which is one of the strictest and safest in the world.
Barbara Keeley
I am sure that a number of Members are concerned about it; I am not the only one, although I may be one who has been disturbed most recently by this sort of development in my constituency. The Government should be determined to do the right and the safe thing by communities, but they are not doing so. They are determined to have this rushed through. Indeed, the Prime Minister is determined to win the debate on shale gas. My constituents suffered for the best part of six months from exploration for shale gas. Businesses lost money and people could not sell their homes, yet the whole issue of compensation was never dealt with, and it was the same with the policing of protests. The community in Greater Manchester suffered by having to pay for the policing of the protests, and local people were really damaged by what went on at Barton Moss.
The key point is that none of the arrangements up to now has helped to compensate people in that position by one jot. Random schemes that provide some funding here and there are not the answer; the compensation should go to the people who were hurt.
Mr Hayes
The House has had no greater advocate of the interests of communities in respect of shale gas exploration than my hon. Friend the Member for Fylde (Mark Menzies), who has brought their concerns to the notice of the House on at least two occasions. When I was Energy Minister, I debated those issues with him twice from the Dispatch Box. I made it clear then, and I repeat now, that I am absolutely determined that these things should be done safely and properly, and in tune with the interests of the communities that are affected. That commitment lies at the heart of the Government’s approach, as the hon. Lady should know. I do not want to fall out with her, but she can, I hope, see that my determination—to do the right thing and the safe thing—at least matches hers
Mark Menzies
The Minister is right to point out that I have been campaigning on shale gas regulation for the last four and a half years. I urge him to take this opportunity to reflect on the need for an independent panel of experts. We need to ensure, above all, that all the regulations are viewed impartially and independently, and that, if this goes ahead, we have the safest shale gas regime in the world.
Mr Hayes
I think that my hon. Friend and I should share a secret with the House. Not only did I debate this matter with him in the House, but I visited his constituency, looked at the sites involved, met some of the people who—like the constituents of the hon. Member for Worsley and Eccles South (Barbara Keeley)—were concerned, listened to and learned from them, and determined to do this thing right, on the basis of the empiricism that my hon. Friend has once again recommended.
With—I hope—your permission, Mr Speaker, I shall now proceed with my speech rather more rapidly, because I know that a number of other Members want to contribute to the debate. I do not want to eat up too much of their time, nor do I want to shorten the exciting conclusion of my speech.
Martin Horwood
Is the Minister aware of a new report by Anna Grear of Cardiff law school, which was commissioned by the Bianca Jagger Human Rights Foundation, which deals with the rights to, in particular, a fair hearing and public participation, and which casts some doubt on the Secretary of State’s bold statement on the front of the Bill that all human rights legislation is complied with in the case of fracking?
Mr Hayes
I have no doubts about the Secretary of State for Transport. I am proud and privileged to serve under him in the Department. However, I should be more than happy to debate the issue of natural rights with the hon. Gentleman on any public platform. Perhaps he will invite me to do so at our mutual convenience.
The Bill does not alter the involvement of local authority planners, nor does it erode in any way the strength of our regulatory regime, the effectiveness of which has been demonstrated for a considerable time. In Scotland, “oil and gas” is a reserved matter, and the consent of the Scottish Parliament for the Bill is not required under the Sewel convention. Deep geothermal and petroleum exploration are not included in the 20 subjects on which the Welsh Assembly is currently entitled to legislate. As such, the proposals for oil and gas will apply across the whole of our island nation.
Jonathan Edwards (Carmarthen East and Dinefwr) (PC)
Will the Minister give way?
Jonathan Edwards
The Smith commission, which is engaged in a cross-party process in Scotland, has made the case that powers over onshore oil and gas licensing should be devolved to the Scottish Parliament. Over the weekend, the Welsh Labour Government made the case that they should have similar powers. Will the United Kingdom Government use this Bill to enact the promises made to the people of Scotland and the wishes of the Welsh Government?
Mr Hayes
I am going to make progress. I have been incredibly, and typically, generous, and I want to draw my remarks to a conclusion. [Hon. Members: “One more!”] Members are testing my generosity, but I do not want to lose my reputation for being the nicest man in the House, so I shall give way to the hon. Gentleman.
Ian Lucas
I am most grateful to the right hon. Gentleman for giving way; I think I am the only Member he has refused to give way to thus far in this debate.
The concern we in Wrexham have is not whether fracking is dealt with by the Welsh Government or the UK Government but whether it is safe. This is a novel process, and the right hon. Gentleman keeps referring to the planning process not having been changed. Does he understand that this new process is causing genuine concern to many people, and that we need to work much harder to persuade honest people that there is no cause for concern, if, indeed, that is the case?
Mr Hayes
With a certain elegance, the hon. Gentleman has conflated three matters and I shall try to deal with each of them. He talked about the planning process and he is right that it is not directly affected by this Bill, but it is also right that we need to make sure that information is made available in digestible form. He then mentioned safety. The Environment Agency continues to have responsibility for safety in this regard, as it always has, and some of the particular issues, such as waste water, have been dealt with by the EA—as they are in all water-intensive industries, by the way—and will continue to be so. Thirdly, the hon. Gentleman talked about broadcasting the right kind of information in the right way to the right people, and that is precisely why as Energy Minister I established the Office of Unconventional Gas and Oil, but he is right that we can do more, we must do more and we will do more to assuage doubts, to scotch those false assumptions that people have, and to make it clear that this can be done properly and safely in all our interests.
The Bill will allow Her Majesty’s Revenue and Customs to participate in the extractive industries transparency initiative and meet the UK’s commitment on higher international transparency standards.
Some of the changes in the Bill, like driving forward development of our shale gas reserves or reforming the Highways Agency, are potentially hugely transformative, while others may right smaller wrongs, but taken together they will undoubtedly deliver benefits that can be felt by people and communities right across the UK. In this Bill we have measures from seven Government Departments—which is why I have taken rather longer than I might have done ordinarily to make the case for this important measure. That is evidence that the Government see infrastructure not through a single lens, but as a kaleidoscope of interconnected elements. Whether it is building and maintaining our strategic roads, major schemes such as HS2 or nuclear power stations, housing developments such as new garden cities, or new industries such as shale and geothermal, or existing ones such as North sea oil, we must never lose our focus on the big prize—invest, improve, build, develop, and ultimately prosper.
Let us no longer look back in anger on the bad days of under-investment and mismanagement. I am not going to focus on the previous Government’s many failures; let us instead focus with the anticipation of a long-distance runner on the exciting road ahead.
Too often the stance of the Labour party on these matters brings to mind the conversation between Alice and the Cheshire Cat as envisioned by Lewis Carroll. Alice asked to know
“‘Which way I ought to go from here?’
‘That depends a good deal on where you want to get to,’ said the Cat.
‘I don't much care where—’ said Alice.
‘Then it doesn't matter which way you go,’ said the Cat.”
Sadly, the Labour party remains in Wonderland: stuck down the rabbit hole, and presenting the economy with a bottle labelled “drink me.” In contrast to Labour’s shrinking potion, the measures in this Bill promise an effect similar to the cake labelled “eat me”: measures that enable the economy to grow at the same burgeoning pace.
I simply say this to the Opposition: they must be careful. As Disraeli once said:
“It is easier to be critical than correct.”
There are times for clever criticisms and there are times for meaningful scrutiny; times for short-term hard-edged politics, and a time for the long view. The Opposition should recognise that the time for this Bill has surely come.
This is a Bill fashioned by a Government determined to do the people’s will, and a Minster who, as the Opposition know, is the people’s voice. This Government with this Bill confirm our courage and our willingness to put long-term thinking at the heart of our programme. This Government with this Bill concrete our confidence—confidence in a vision that is bold and ambitious for Britain. This Government with this Bill cement our reputation as a regime. There is hope for our nation’s future, a future for our people as glorious as our past. I commend the Bill to the House.
Richard Burden
My hon. Friend is right on that point. As well as being a shadow Minister with responsibility for roads, I have the honour of chairing the all-party motor group. Fortunately, the days of seeing the motor vehicle as an inevitable enemy of environmental protection are long gone. There is a great deal of innovation going on in the automotive industry. Although the hon. Lady has some very serious points to make, she should understand who brought in the Climate Change Act 2008, and who was Energy Secretary when some of the best initiatives on preserving the environment were taken in Britain. That should give her a little more confidence that the Opposition take our environmental responsibilities seriously.
Another area that the Bill does not tackle is that of local roads. The Minister talks about a roads revolution, but in reality this Bill addresses just 2% of the road network, as 98% of the roads in this country are local roads. Two-thirds of traffic is on local roads. Motorists, pedestrians, cyclists, HGV drivers and motorcyclists all rely on roads to get around. Nearly all our journeys start and finish on local roads, but it is those roads that are the most creaking part of our road infrastructure. A third of local roads are in urgent need of attention. There is a £12 billion pothole backlog that will take 12 years to fix, and congestion on local roads is set to rise by 61% by 2040. A record 91% of the public are dissatisfied with the condition of local roads. Nearly 90% of businesses surveyed by the CBI expect local roads to get worse, not better. That is not surprising, because spending on local road maintenance is down 11% since 2010. Under this Government, it will decline further in real terms by 2020. There is a risk that the Bill will make the situation worse.
Local government and transport campaigners have warned that giving strategic roads management to an arm’s length company could create a two-tier road system, pushing traffic on to local roads and into our towns and cities. We need proper joined-up planning between strategic and local road networks, with devolved bodies and local authorities having greater powers over local transport and traffic management to tackle congestion. That is why we on the Opposition Benches are committed to English devolution. City regions face huge congestion pressure between now and 2040. They are planning their 20-year growth strategies, and need confidence that the Highways Agency, or whatever it is called, is working to similar horizons. We need an independent commission to take that long-term view.
Ring-fencing money for environmental protection, innovation, cycling and safety is important, which is why I am pleased that there is a £100 million budget for cycling on strategic roads. The problem is that it is yet another one-off announcement. It is not the long-term commitment to funding to get Britain cycling. As far as I can tell, the Department for Transport still has no clear budget for cycling, and funding is set to end by 2016 when the local sustainable transport fund finishes. It seems ludicrous that we will have five years of that.
After two years of calling for safety targets to be reinstated, I am pleased that the Government have finally recognised that axing them was a mistake. It is good to see in the road investment strategy a target to cut deaths and serious injuries by 40% on strategic roads by 2020. However, if it is right to have road safety targets for the strategic road network, why cannot we have safety commitments and targets for all UK roads?
It seems ludicrous that we will have five years of road and rail plans that will not be joined up. One of the most pressing transport problems is that, too often, decisions on road, rail and airports are taken in individual silos. Investments are not joined up and maximised. The Government’s proposals to study the options for HS3 include a tunnel under the Peak district and other trans-Pennine road improvements, but they are being considered separately when they should be looked at together. Where is the requirement for the new company and Network Rail to share forecasts, and to map and plan investment in a co-ordinated way?
Richard Burden
I am grateful to the Minister. I am sure we can pursue and discuss the matter in Committee if the Bill gets that far.
My final point—perhaps the Minister has reassuring words on this—is whether the new agency will have adequate accountability, which the right hon. Member for Wokingham (Mr Redwood) mentioned. Passenger Focus will be renamed Transport Focus because it will have a responsibility for roads as well as for rail and bus. Why is there still a silo mentality on the Office of the Rail Regulator, even though it will have a monitoring role? After pressure from the Opposition in the other place to give the new body more powers, it cannot be a regulator of roads. In the Bill, Transport Focus can represent only people who use strategic roads—it will not represent pedestrians or cyclists who use local roads, or motorists who are frustrated with conditions on local roads. I hope we can look at that if the Bill gets as far as Committee. With the recent ruling on the UK’s air quality infraction, should not a watchdog consider the environmental impact of any new company?
What about the Minister’s accountability to Parliament? Will hon. Members be able to table parliamentary questions and have proper debates on roads, whether in the Chamber or in Westminster Hall, or will we get letters from the chief executive of the new body instead? The chief executive of the Highways Agency has said that the reform will enable it to “set its own destiny”. The public depend on roads for daily life, so is that what we want? We will want to look at that closely in Committee if the Bill gets that far, and I hope the Minister reflects on it.
The Opposition support the extension of powers for the British Transport police to obtain driver information and take enforcement action outside the railways. That proposal was tabled by Lord Faulkner in the other place, with the Opposition’s support. It is an absurd situation when trained and effective British Transport police officers have to ask permission to take enforcement action on land outside railway jurisdiction. That makes no sense to the public. I hope the Minister will comment, today or later, on how that relates to the Smith commission recommendation that the British Transport police should be devolved.
The Opposition support a proper control regime for invasive non-native species, but we do not believe the Bill is fit for purpose. After the badger cull chaos, the Government listened to pressure from animal rights campaigners, wildlife groups, the National Farmers Union and Labour, and it is good that they included animal welfare protections in the regime. However, although there are three distinct categories of species in the Bill—native, former native and non-native—the definitions still seem problematic. We expect the Government to look at the EU habitats directive for those definitions, and will seek assurances that specific species such as the beaver will be given legal protection.
The Bill also includes a number of changes to the planning regime, none of which seem to go anywhere near addressing the housing crisis facing Britain today. Effective and efficient planning is vital, and we will support sensible changes to deliver a timely planning system, especially for nationally significant infrastructure projects. We want the Bill to define what the public can expect from garden cities in terms of high-quality design and sustainability for strong and inclusive communities for the future. My hon. Friend the Member for City of Durham will expand on that point later, say why the Bill fails to ensure that building standards reduce CO2 sufficiently, and explain our position on deemed discharge, land transfers to the Homes and Communities Agency, and the Land Registry. Suffice it to say that a trend seems to be emerging with the Government’s Land Registry reforms, which still seem rather confused, and they appear to have made a U-turn on putting those at arm’s length. Perhaps the most glaring omission on housing and land use is the fact that the Bill contains no acknowledgment of the housing crisis our country faces, of what the Lyons review said, or that Labour is right to call for ambitious reforms and 200,000 extra homes to be built a year. This Bill is a far cry from that.
Part 5 sets out a number of provisions on energy. Getting energy policy right is critical to our economy and vital to enable all infrastructure sectors to function. It is therefore a shame that the Bill contains no ambitious commitment or strategy to ensure that the UK will meet growing demand in a sustainable way. The Bill sets out a new community right for a stake in renewable energy schemes—that is fine, although we do not think it goes far enough—and it is good that it implements Wood review proposals for increasing oil and gas extraction, which have cross-party support. However, the issue that I am sure generates the most interest, both inside and outside the House, is in clauses 38 to 43 on underground access to shale and geothermal energy—there have already been questions on that.
Richard Burden
I must say that I am a little confused by the hon. Gentleman’s point. As I understand it, the current situation, even without this Bill, is that shale gas extraction can happen in Scotland only with the approval of the Government in Holyrood. I also understand—perhaps he will correct me if I am wrong—that the Scottish Government, despite having an effective veto over any development in Scotland, actually voted against a shale gas moratorium earlier this year. He is right that the Smith commission has recommended the devolution of mineral access rights and the licensing process to Scotland. If this goes as far as Committee, I am sure that the issue will be explored there.
Labour is committed to the decarbonisation of the power sector by 2030 and to reducing our carbon emissions in line with the Climate Change Act 2008.
Mr Hayes
Before the hon. Gentleman moves on from shale gas, and leaving aside the issue of where power is exercised and how close that is to its effects, let me repeat that we recognise that this is an embryonic industry. We are very happy, during the course of the Bill’s consideration, to listen to reasonable overtures about safety and other matters such as those that have been raised in this House.
Richard Burden
I am grateful for the Minister’s comments.
As the Committee on Climate Change has said, within our legally binding carbon targets, gas can have a role to play as part of a balanced energy mix, along with renewables, nuclear, and carbon capture and storage. With 80% of our homes reliant on gas for heating, and in the context of declining North sea oil production, indigenous shale gas production may have a beneficial impact on our energy security. However, only by fully addressing legitimate environmental and safety concerns about fracking, with the kind of robust regulation that I have been talking about, with comprehensive monitoring and strict enforcement, will we give people confidence that the exploration and possible extraction of shale gas is safe and a reliable source that can contribute to the UK’s energy mix. That is why we are seeking to amend the Bill in Committee to ensure that any fracking could happen only under robust safety and environmental standards.
The issue of underground access rights is separate from the environmental and safety framework. It does not affect the requirement for consent to be sought for exploration and extraction through planning and relevant environmental permitting processes. Any application sanctioned by local authorities will require a strict environmental assessment. Other industries requiring underground access—such as coal mining, water, sewerage, and gas transportation pipelines—already have underground access rights without requiring the landowner’s permission. In principle, we do not oppose the reforms to underground access. However, we will continue to push for the environmental framework to be strengthened, and for assurances that the responsibility for clean-up costs and the liability for any untoward consequences rest fairly and squarely with the industry, not with taxpayers or homeowners.
Important regulatory questions must be answered before large-scale extraction can begin, but Conservative Ministers have so far chosen to ignore those legitimate environmental concerns rather than address them and provide safeguards for communities. That is why we will table amendments to close a number of loopholes in the existing regulatory framework. My hon. Friend the Member for Rutherglen and Hamilton West will set those out in detail in Committee. We are taking a responsible approach. People will have confidence that shale gas is a safe and reliable source only if this Government provide robust regulations, set out a comprehensive monitoring process, and ensure strict enforcement of exploration and extraction. Sadly, we heard no such assurances from the Minister.
The Bill has some important provisions to help to facilitate and improve national infrastructure planning, but too many parts are weak or confused. Above all, it is no match for the infrastructure challenges that face the UK in transport, in housing, and in energy. That is why Labour wants an independent commission to set out the priorities and strategy that we need to deliver—not just announce, re-announce, and re-announce again—the infrastructure that the UK so urgently needs.
Charles Hendry
I hope that those issues are entirely legitimate to raise within the planning process. Those matters should be looked at in that way to decide whether an activity is or is not appropriate, and I believe that the right processes are in place to ensure that that happens.
As the shadow spokesman, the hon. Member for Birmingham, Northfield, said, the proposed underground access is not exceptional; it already happens for cables, gas pipelines, tunnels and coal mining. As the debate is taken forward, I hope that we can reassure people that we are not doing something draconian or very different, but simply allowing a change that brings the activity into line with others.
I hope that the Bill can still be amended in one area, however, so that it addresses an issue of gas security at the same time. The focus on the North sea and shale gas highlights our vulnerability on energy security. As a country, we are already dependent on imported gas. Historically, the North sea was our gas-storage capability—when we needed more, we pumped out a bit more—which is why we have never stored the same volumes of gas as the French and the Germans. As we move into a period of dependency on gas imports, we need to look again at gas storage.
That is particularly true in the current climate, with the oil price where it is. The risk from the oil price’s being lower than it was just a few months ago is that the North sea will be harder to sustain in the longer term. It is one of the most expensive basins in the world, and there is therefore a risk that some fields will be closed down earlier. They will be abandoned, and it will not be possible to reopen them. At the same time, a low oil price—the gas linkage comes into that—means that UK shale may, because of its cost, be harder or simply not economic to extract. We therefore need to consider how to preserve our security of supply, which means looking again at gas storage.
We should pay tribute to, and recognise, the tremendous difference made by the liquefied natural gas terminals in the Thames and in south Wales, and the important contribution made by pipeline infrastructure from Norway—Langeled, for example—and what it has brought to this debate. However, looking back at gas issues over the past eight years or so, I think that we came too close for comfort during four winters, overwhelmingly because of factors over which we had no control.
The first time was in 2006, when there was a fire in our main gas storage facility at Rough. In 2009, there was the Russia-Ukraine dispute. Even though we were as far away in Europe as we could have been from those issues, gas was coming in through one interconnector and the same volume was going out through the interconnector next door to meet the demand in continental Europe. Eighteen months ago, the winter before last, we came within a few hours of running out of gas because the winter was so long and cold. We cannot leave the situation to chance. We need to take action now to guarantee our energy security for the future.
I believe fundamentally in market principles and approaches, but the market approach has not delivered the level of new investment that we would wish to see in this area. My right hon. Friend the Minister, who introduced the debate, well knows my views on this matter. We had a discussion a day or so after he took over from me as the Minister of State; I said that the one thing on which I wished we had done more was gas storage. I still hold that view today—perhaps even more strongly.
Charles Hendry
My right hon. Friend took the agenda forward on this matter and I hope that he will have a sympathetic ear.
John McDonnell (Hayes and Harlington) (Lab)
I agree with every word that the right hon. Member for Hazel Grove (Sir Andrew Stunell) has just said. His speech follows on from the constructive work that he did when he was in the Department for Communities and Local Government.
Having learned that we are burning fossil fuels and bringing about climate change on such a scale that it could destroy our planet, I find it almost insane that we should be bringing forward proposals that would mean our relying on another form of fossil fuel. I totally oppose the development of fracking in this country.
I shall concentrate on part 1, which deals with the Highways Agency and the road network. Sometimes I feel like shaking people in this building. There seems to be a loss of collective memory. Part 1 is the first stage towards the privatisation of our road network and it is on the same scale as the privatisations of rail, water and energy under the previous Conservative Government. I have the same dystopian vision of what will happen: once a GoCo has been set up, it will be broken up into regional franchises and sold off, almost inevitably to foreign-owned companies, most of them state run, exactly as 80% of the rail industry has been sold off. The story of the energy and water industries has been similar. There will then be the introduction of tolls, exactly as laid out in the Government’s response to the Transport Committee, and the tolls will fund exorbitant profiteering by those companies.
The House needs to wake up and recognise that the Bill represents the privatisation of our roads. We should be honest with the electorate and warn people that that is the consequence of the Bill. Why am I saying that? It is evidenced by what has gone on throughout this Government and previously. There is a loss of collective memory of what happened when the Conservatives were last in government. Throughout the 1992 to 1997 Administration, there were proposals to build on the privatisation of rail, water and energy by also privatising roads. In 1992 the Government published “Paying for Better Motorways”, in which they said that they would establish a single Government-owned company funded by road levies—that is, tolls—and possibly break it down into a number of privatised regional franchises, as has happened with rail and water. That was the Conservatives’ plan when they were last in power; now it is being implemented under a coalition Government. I hope some of the coalition partners wake up to the consequences of the Bill.
What other evidence is there? The plan is evidenced by the appointments that the Government have made to the Highways Agency. They brought in Tom Smith. Who is Tom Smith? He has just been put on the Highways Agency board. He is the chief executive officer of the M6 toll road. The Government brought in Elaine Holt. What was she? She was headhunted by the Department for Transport to lead on the east coast railway line—first in public sector management, but then to prepare it for privatisation.
All the evidence is there of the Government preparing for the privatisation of our roads. We saw it with the A14. The more recent proposals for the improvement of the A14 included tolling on that road, but there was such public uproar that even the Government had to pull back. We saw the evidence in the Government’s response to the Transport Committee. Paragraph 79 states:
“The Government will consider tolling as a means of funding new road capacity on the strategic road network. New road capacity would include entirely new roads and existing roads where they are transformed by an improvement scheme”
—that is, the investment programme announced last week. The strategy, as far as I can see, is to invest as much public money as possible to bring the roads up to a certain standard in the current period so that they can be privatised under the new agency that will then be broken up into regional franchises.
I note that clause 1 refers not to “a highways company” but to “highways companies”, to enable the Secretary of State to amend the legislation, under the Henry VIII clause later in the Bill, to enable regional franchises to be set up. I warn all the travelling public—motorists, cyclists, pedestrians and others—that our road network is about to be sold off, they will soon be fleeced by tolls and the tolls will subsidise the private profits of foreign companies. If anything provides evidence of that, it is the example of what happened to rail, energy and water when the Conservative party was last in government.
Having said all that, I wish to raise a number of issues on which I would like a response during the debate. I am concerned about the 3,500 staff, who, until now, have been commended for their hard work, commitment and professionalism. What will happen to them? TUPE is not provided for in the Bill. We have argued for it time and again, and in the past four and a half years TUPE has been put into only one Bill. All we have been given, yet again, are assurances that the staff will be covered by COSOP, the Cabinet Office statement of practice on staff transfers in the public sector—the protocol agreement similar to TUPE, but not as enforceable. I reiterate that to give the 3,500 staff greater security we should insert a TUPE commitment in the Bill.
There are arguments to be made about the financial savings and the claim that they will be £2.4 billion. I note the debate over whether VAT is to be charged. First, the Treasury denied that the VAT would be saved and therefore the cost could be, over six years, some £2.4 billion—almost the savings the Government are seeking to find. Then, in the other place, we were told that there was a guarantee that VAT would not be charged. I think that is open to legal challenge. We need greater certainty, otherwise this whole operation will be jeopardised from the beginning.
We also need more details about the monitoring exercise, as we have a monitoring body that is not a regulator, no complaints procedure, and no information about the costings or the investment in the operation of the body. One of the worst aspects of privatisations in the past has been the way that remuneration at the top has gone through the roof while wages elsewhere in the organisations have not risen. We are told that remuneration will somehow be controlled through a central review. I do not think such constraints have worked elsewhere when these agencies have been set up—quite the reverse. I would like to see a ratio put in place between the highest paid and those who are on average earnings in the organisation. In that way we may be able to control the overall levels of remuneration in the future.
I am also concerned about clause 17, the Henry VIII clause, which puts such wide-ranging powers into the hands of the Secretary of State. We have now been assured that, through clause 46, the affirmative procedure will apply in respect of any changes in the legislation to be undertaken by the Secretary of State, but I am not convinced that that procedure gives those democratic protections of accountability to this House. I urge that the super-affirmative procedure be looked at.
Mr Hayes
I am reluctant to interrupt the hon. Gentleman but I want to make it perfectly clear that the Government and this Minister—I am the roads Minister, after all—have no intention of privatising our roads; have no intention of not having clear lines of accountability to both Government and this House for the work of the new agency; will set the priorities; will set the strategy; and will hold those responsible for delivering it accountable. I do not want to spoil the party, but I am afraid that he is fantasising.
John McDonnell
The Minister has not spoiled the party because I have no confidence or trust that this Government will not privatise. Assurances have been given on the Floor of the House about privatisation before and it has gone ahead. This Bill is the first step towards privatisation and towards introducing tolling on our roads—a new form of funding the road network that will be open to profiteering by foreign companies. I warn this House that if it passes this legislation, it will put at risk our road network in the future, our taxpayers and the future environmental policies that might be able to protect us against climate change.
Eric Ollerenshaw (Lancaster and Fleetwood) (Con)
I will not detain the House for long, so that remaining Members get a chance to speak. I have just a few points to raise, as many issues have been dealt with exhaustively. My hon. Friends the Members for Wealden (Charles Hendry) and for Castle Point (Rebecca Harris) spoke about gas storage. As I understand it, enough applications for gas storage have already been approved, but they have not been carried through. I raise the matter because Halite in my constituency has made an application for gas storage. It has been turned down three times—once by the previous Government and twice by this Government. It is now on its fourth application. I just want to underline the fact that we in the area are against that permission being granted, and I have the support of my hon. Friends the Members for Blackpool North and Cleveleys (Paul Maynard), for Fylde (Mark Menzies) and for Wyre and Preston North (Mr Wallace). This is to do not with gas storage in the future but with the issue of approvals. The application from Preesall in Lancashire has not been approved and has been turned down three times. I just wanted to put the record straight on that.
The hon. Member for Bassetlaw (John Mann) mentioned the matter of neighbourhood planning and raised some very sensible points. He and the hon. Member for Stretford and Urmston (Kate Green) talked about the ability locally to influence not just the number of houses but the style of houses. I wish I was in the position of my hon. Friend the Member for Stevenage (Stephen McPartland) and able to get approval for a few more bungalows, so that older people could downsize but stay in the villages where they have always lived. I hope that the Bill delivers some real power to neighbourhood planning, as local people need a say in the type of housing required.
As Members expect, my main point is to do with clauses 38 to 40 in part 5 on geothermal energy—or fracking. Clause 38 (1) says:
“A person has the right to use deep-level land in any way for the purposes of exploiting petroleum or deep geothermal energy.”
As I understand it, the Government are trying to win popular support for fracking. To have such a clause in the Bill will act as a red rag to a bull. That subsection is reinforced by clause 39 (3), which says:
“The right of use includes the right to leave deep-level land in a different condition from the condition it was in before an exercise of the right of use (including by leaving any infrastructure of substance in the land).”
Whoever secures such a right can leave whatever they want below the land. As the hon. Member for Angus (Mr Weir) said, a system already exists for securing such rights—people could argue their case before the courts. We are now removing that right. Some Members, such as my right hon. Friend the Member for Hitchin and Harpenden (Mr Lilley), for whom I have a great deal of respect, are telling me that there is nothing new in that, citing the example of the coal industry. Come to parts of Lancashire and see the ravages of the coal industry and coal mining in terms of subsidence and the fall in housing values, and tell me about support. If there are Members who believe in the issue and wish to win the political and community argument, I suggest that fewer references are made to the depredations of coal.
Unlike the hon. Members for Wrexham (Ian Lucas) and for Angus, I have no ideological argument against shale, but what many of us in Lancashire have said about winning the debate is that, unlike coal and other massive developments, there should be a real return for the people most affected. A number of Members, across parties, have been trying extremely hard to get that message across. To some extent, there has been some give. The references that the Chancellor and the Secretary of State made to a sovereign wealth fund, which some of us argued for on behalf of Lancashire but which has now become a sovereign wealth fund for the north—I have some views about Yorkshire sharing in anything that we produce—shows that there has been movement.
The argument is that it is the people most affected and closest to the operation, not just the Chancellor and the companies, who should get the long-term dividend from the operation. However, the Bill does not define the payment scheme. Clause 41(1) states:
“The Secretary of State may, by regulations, require relevant energy undertakings”
to make payments. I know that that is the terminology we use in the construction of Bills and laws, but the Government are trying to win an argument about the need to develop shale as rapidly as possible. I buy some of those arguments. I buy the argument on the need to replace coal, and the argument that renewables will not certainly exist in the quantities we need to fill the gap. I buy the argument that gas may lower carbon emissions for the time being. However, I do not believe that clauses such as those in such a complicated Bill will win anybody over in my part of Lancashire. People will not have the confidence that their concerns are being dealt with effectively until Ministers come forward and explain the situation.
Whatever happens with fracking—the security of the aquifers and the rest of it—it will, at the very minimum, cause disruption. I have argued long and hard in the House. I understand that Ministers are beginning to listen, but currently their argument is back to front. They should have come forward with much more definite answers. What are the returns for people in Lancashire who will be putting up with that new industry? Currently, I am not able to support that part of the Bill.
Mr Hayes
I hope I can persuade my hon. Friend to support the Bill on this basis: as a result of the arguments he and others have made, including the arguments made by Opposition Members during my speech, I will be happy to convene a meeting with Members who have concerns about the community interest in the exploitation of shale. We have debated that in the House and I have spoken about it. I am more than happy to ask the Department of Energy and Climate Change to convene such a meeting. I hope, on that basis, that my hon. Friend will change his mind about supporting the Bill.
Eric Ollerenshaw
I am grateful to the Minister, but with great respect—I have great respect for him as a Minister—we have had meetings and more meetings, and I have to go back to Lancashire and explain to people what the Bill means. As I have said, I understand the terminology we use, but when it comes to my support for the Bill, I am not convinced tonight that I have a definite figure for the benefit for Lancashire.
Mark Menzies (Fylde) (Con)
It is a great pleasure to be called to finish the Back-Bench contributions to the debate. I wish to touch upon a number of items in the Bill, but I will focus primarily on one specific area. Right hon. and hon. Members on both sides have used various terms to describe the Bill, including a rag-tag Bill. I prefer to call it a Christmas tree Bill, given that we are in the festive season, because many things appear to have been hung on it.
I will first mention one point the hon. Member for Stretford and Urmston (Kate Green) made on the design of new homes. She touched on something that is incredibly important for my constituency, which has an older population and where a considerable number of new houses are being built. The overwhelming majority of those new houses have bedrooms and bathrooms upstairs and living accommodation downstairs, but not living accommodation that could easily be reconfigured to cater for the needs of someone who is disabled or could become disabled, or who would not wish to have a chair lift fitted when they grow older or to move home. I urge the Government to give some serious thought to what measures could be introduced to encourage developers to build some future-proofing into new houses as they are being designed and as they go through the planning stage, because at the moment one size certainly does not fit all.
My purpose in rising tonight is to talk about an issue that concerns my constituency and that many other right hon. and hon. Member have touched upon: shale gas and fracking. It was back in 2011 that I secured my first Adjournment debate on the matter, and I have had subsequent Westminster Hall debates, in which my hon. Friends the Members for Lancaster and Fleetwood (Eric Ollerenshaw) and for Blackpool North and Cleveleys (Paul Maynard) participated.
One of the things I called for in 2011 was the establishment of an independent body to oversee shale gas regulation. The purpose was not to supersede the regulators, but to ensure that the regulations that were in place and were likely to be in place were fit for purpose. It was partly as a result of that call that the Office of Unconventional Gas and Oil was born. I know that it was the Minister here tonight, my right hon. Friend the Member for South Holland and The Deepings (Mr Hayes), who was responsible for establishing that body, but I think that since he left the Department that body has not continued to flourish in the way he had originally intended. I ask the Government to ensure that that body is fit for purpose and adequately resourced and that it looks at issues such as community engagement and involvement, because that is one of the things that has fallen by the wayside.
It is not sufficient to say that the regulations are robust and adequate; we must demonstrate that they are robust and adequate. We must also have enforcement on the ground. For the Health and Safety Executive, which is based in Aberdeen, to say that it can do all that from Aberdeen without any presence on the ground in Lancashire is completely unacceptable to me, to my constituents and to people in Lancashire. If it wants to have a serious role—it is the only body that can have a serious role in this—I think that it has to have a permanent presence in Lancashire, and not just at the development stage, but from the earliest point of the exploration phase.
That brings me to the Environment Agency, which should have responsibility, above all agencies, for ensuring the safe and thorough regulation of environmental aspects. It really concerned me when a colleague who is a Lancashire county councillor highlighted to me that Lancashire county council had been in discussion with both Cuadrilla and the Environment Agency over the site at Preese Hall, which is located in my constituency. The council requested that the Environment Agency monitor the site for a period of up to five years. It then discovered that it had no powers to compel the Environment Agency to conduct that monitoring. The agency expressed reluctance, or even refused, to conduct environmental monitoring at the site and said that that obligation should fall on Cuadrilla.
Mr Hayes
My hon. Friend knows, as you do, Mr Deputy Speaker, that I eat reluctant bureaucrats for breakfast. If there is any such reluctance on the part of the Environment Agency, Ministers must ensure that it is aware of its responsibilities in this regard. I pledged to have a meeting with concerned colleagues, and I am more than happy to explore at that meeting what extra measures we need to put in place to ensure that the Environment Agency does its job. I am not aware that it is not doing it, but if there is a problem, let us for heaven’s sake deal with it.
Mark Menzies
I thank my right hon. Friend for that assurance.
As the hon. Member for Birmingham, Northfield (Richard Burden) said, when the Bill gets into Committee we will have to be rigorous and specific in considering certain amendments as to how we can improve regulation and its enforcement, and make sure that that regulation is absolutely robust. If I had had the opportunity to intervene on him, I would have welcomed his sentiments on that point, which, to be fair, the Minister also made in his opening speech. Based on those two assurances, I will support the Bill’s Second Reading. However, I will be unable to support its further progress if, in Committee, we are unable to improve regulation and I do not get assurances on how it will be enforced. That would cause me great sadness, because the Bill contains many good things that are unrelated to shale gas.
It is important that Labour Members do not fall into the trap of seeking to turn this into a party political football. The licence round in my constituency was awarded under the previous Labour Government; indeed, the Leader of the Opposition may even have been Energy Secretary at the time. It is therefore beholden on them to make sure that regulation is in place. It is no good their now saying that they do not support shale gas fracking, because if that was their sentiment when the Leader of the Opposition was Secretary of State, they should not have ventured down that path to start with. We must work together on behalf of our communities to ensure that regulation is robust. If it is not, and we get to a point where this cannot be done safely, then the only way to proceed is to say, “Thank you very much, but it’s not right for us.”
I want to make a point to those on both Front Benches about planning processes. Two planning applications are before Lancashire county council. I have deliberately avoided getting involved in trying to influence its decision one way or the other, because I firmly believe that it is the role first and foremost of a planning committee— in this case, the council’s mineral rights authority—to consider the merits and the negatives of a planning application. If it feels, as a result of due deliberation, that rejecting one or both sites is the right thing to do, we must accept its will. It would be wrong to trigger a process of judicial reviews and central Government seeking to overturn that decision. I believe, above all, in the importance of localism and of taking local people with us on these matters. If local councillors feel that they have taken the right decision, we must stand by them on that. There can be no easy way out and no expectation that someone further up the food chain will take a difficult decision for us. If the answer is no, then that is where we have to be.
If shale gas fracking does proceed and inspections start to take place, they must include a large number of unannounced inspections. It is no good letting the operator know when the inspectors are coming, although there will be times when that is necessary. Unannounced, and rigorous, inspections have to be the core of what we are seeking to do.
I say to Government Front Benchers that for the past four years I have worked to highlight the concerns of my local residents. I have also worked with various Ministers to make sure that we can improve the process under discussion. The caveat of my support has always been to make sure that the regulation is robust and that it can be done safely, but if it cannot be done safely it should not be done at all.
Roberta Blackman-Woods
The hon. Gentleman will have to wait to hear what I will say about the range of provisions in the Bill.
More alarmingly, the Bill could make things worse by diverting expenditure from the road network used by 67% of traffic. These are the very roads that need urgent attention in terms of the £12 billion funding black hole for potholes, not to mention measures to reduce congestion. Most tellingly, all this means that 91% of the public are dissatisfied with the state of the roads, which the Government surely need to address.
I am going to come on to the planning measures—or rather, the lack of them—in a minute, but it is obvious to everyone except this Government that meeting our infrastructure needs requires joined-up planning between strategic and local networks. That is the sort of devolution of powers that Labour is proposing—giving powers to local authorities, either singly or in combination, so that they can plan for the needs of the area—but we see no joined-up thinking coming from this Government. All the Bill does is to propose minor changes to the national infrastructure planning regime to allow two inspectors to sit on the panel of an examining authority and to allow the Secretary of State to make changes to development consent orders once they are made.
A recent report by the London School of Economics—one of the many recent reports on this topic—argues for a new approach to infrastructure in this country. Labour has grasped that, which is why we set up the Armitt review to look at how we should approach the planning and delivery of national infrastructure projects. Armitt accepts much of the Planning Act 2008, but argues for an independent national infrastructure commission and cross-party agreement to prevent the start-stop regime that is often experienced by major infrastructure projects. To tackle that, we shall table amendments in Committee to try to persuade the Government of the sense of adopting the Armitt proposals.
Mr Hayes
Just to be absolutely clear, the feasibility studies that we carried out on the major road schemes that I outlined were on the basis of a dialogue with all the local agencies through a series of stakeholder events in which I was involved personally and the proper analysis of local needs and how they interface with the major schemes. I would not want the hon. Lady to have the misguided impression that we were not diligent in the process by which we devised our roads strategy.
Oral Answers to Questions
John Hayes Excerpts(9 years, 9 months ago)
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Michael Fabricant (Lichfield) (Con)
The Minister of State, Department for Transport (Mr John Hayes)
We have made life easier in several ways for people who pay to use crossings: cashless, free flow charging at Dartford; credit card payments at the Severn crossings; and the new Mersey gateway bridge will benefit from cashless tolling. The idea that the five tag systems work together is an interesting one, but I have not received representations from those who represent hauliers and others.
Michael Fabricant
Well, I shall make representations now. Some 40,000 people have M6 tag cards, but these cannot be used on any other crossing, and that seems madness to me. There was an attempt some years ago to get Transport for London and others to allow roaming of these tag cards, so will the Minister play a proactive part in trying to ensure that we have commonality among tag systems?
Mr Hayes
“Proactive” is my second name. My hon. Friend always brings originality to this Chamber and this is an interesting and original idea, which I would be more than happy to discuss with him. As I say, I have not received formal representations, but his representations are enough for me and I am more than happy to meet him.
Mr John Spellar (Warley) (Lab)
In the changes the Minister was just extolling, he only touched on the recent ones at the Dartford river crossing. How does he justify raising the charge by 25% and the whacking £105 fine if someone forgets? How much are those fines estimated to raise during the next year? How much will the scheme cost to administer and, by the way, how will he ensure that foreign drivers pay the charge?
Mr Hayes
Unusually, the right hon. Gentleman is being rather critical and negative, and it is not in his character to be so. The changes we are making at Dartford are important and forward-looking and they are succeeding. He is right about ensuring that all who need to pay do pay, and the progress report I can give the House today is that the changes introduced just a few days ago are on schedule, on time and in tune with the wishes of local people, who will get discounts, as he will know. By paying in advance, people will also pay less.
Mr Speaker
I am bound to say that I always regard the right hon. Gentleman as an English classicist, and to my mind the pronunciation “skedule” is an Americanism that I would not expect of him.
Stephen Metcalfe (South Basildon and East Thurrock) (Con)
Following the welcome introduction of free flow tolling and the Dart charge, a number of my constituents have experienced problems accessing the residents’ discount and transferring from the old system to the new. Will my right hon. Friend update the House on whether these are isolated incidents or whether there is a systemic problem?
Mr Hayes
I take your advice particularly seriously, Mr Speaker, as you know, but I did not want anyone to think that modernity was a foreign place for me, so I was adopting a little Americanism.
My hon. Friend is right to highlight the interests of his constituents, as he always does so forcefully. As these questions need to have a real and direct purpose, I shall set up a special line for my hon. Friend so he can feed into the system any concerns his constituents have. It will be a conduit by which he can articulate their needs and worries so that we can get this absolutely right.
Mr Robin Walker (Worcester) (Con)
The Minister of State, Department for Transport (Mr John Hayes)
The Government have an ambitious strategy for tackling congestion and improving the performance of our roads. Our road investment strategy sets out plans to invest no less than £15 billion to enhance strategic roads between 2015 and 2021. The investment plan includes upgrading the M5 from Droitwich to Worcester South, expanding junction 6, improving capacity at junctions 5 and 7, and upgrading the section between junction 4a and junction 6 to smart motorway. These improvements will support growth in housing and jobs in South Worcestershire, address safety issues at the junctions and lead to improved journey times and reliability.
Mr Walker
Like motorists in the north and east of Worcester, I am delighted to see the investment in junction 6 of the M5, which will de-bottleneck traffic and unlock a huge amount of growth in our city. However, the southern link is a huge concern to motorists in the south and west of Worcester. May I urge the Minister to engage closely with me, my neighbouring MPs and Worcester county council on the case for full dualling of the southern link, including the Carrington bridge?
Mr Hayes
Barely a night goes by when I do not dream about the Powick roundabout and the Carrington bridge, as my hon. Friend knows, and I shall certainly continue the dialogue that he described. I think it would be useful to have a meeting with him and other local people, including county councillors, to decide what can be done in this local scheme. It would, of course, be a matter for local discretion, but none the less, if we can play a part in helping, we will.
Mr Clive Betts (Sheffield South East) (Lab)
The other week, my hon. Friend the Member for Penistone and Stocksbridge (Angela Smith) and I drove the Under-Secretary of State for Transport, the hon. Member for Scarborough and Whitby (Mr Goodwill), across the Pennines from Sheffield towards Manchester. I did not think he could understand how bad the Woodhead pass was, and why people willingly drove over it, until we took him back over the Snake pass. A few crawler lanes on the Woodhead might be a short-term sticking-plaster, but in the end it is a tunnel under the Pennines—after all, they are only 2,000 feet high—that is the real long-term answer. When is the review of such a project likely to start, who is likely to conduct it, and when, realistically, could work actually start if the go-ahead is given?
Mr Hayes
The hon. Gentleman is right to highlight the issues around the Snake pass. I know there are safety concerns there, and I have obviously used the road myself. He knows that this Government have at their very heart the idea of a northern powerhouse. We are championing the interests of the north of England, perhaps to a greater degree than any previous Government. To that end, I shall look at all the specific questions that the hon. Gentleman asks on timing, on detail and on planning, and I shall be more than happy to address them directly with him.
Sir Alan Haselhurst (Saffron Walden) (Con)
Will my right hon. Friend direct his attention to junction 8 on the M11, the second name of which might be “Congestion”? Is he aware that the decision to site the motorway services area at the junction that is the main entrance to Stansted airport has been the cause of that and is now, apparently, being seen as a block to any plans for the housing that is needed in the area?
Mr Hayes
This is not the first time that my right hon. Friend has raised this matter. Indeed, since I became a Transport Minister, I have spent a good deal of my life answering his perfectly proper and assiduous inquiries and representations on behalf of his constituents on transport-related affairs. He is right that there is a history of congestion in that area, and I would be more than happy to look at it and take his advice and guidance on the matter.
Richard Burden (Birmingham, Northfield) (Lab)
Back in September, the Public Accounts Committee described the Government’s approach to local road maintenance, which, as we know, is a major cause of congestion, as “ludicrous”. Now, despite the rather bashful claims that the Minister has made today about Monday’s road announcement, I have not actually heard members of the PAC queuing up to say that they have changed their mind. Does that not tell him something?
Mr Hayes
While I focus—understandably, I hope—on the major changes that we are making as a result of this unprecedented road investment strategy, this extraordinarily bold and long-term vision, the hon. Gentleman is right that local roads matter too. That is why we are spending just short of £1 billion a year, and why we have planned to resurface 80% of the roads in the whole country. All roads, in the end, are local, aren’t they, and local roads will not be neglected under this Administration.
Chi Onwurah (Newcastle upon Tyne Central) (Lab)
Sir Greg Knight (East Yorkshire) (Con)
The Minister of State, Department for Transport (Mr John Hayes)
The Government have an ambitious strategy for tackling congestion and improving the performance of our roads. As I have said, the road investment strategy sets out plans to invest £15 billion to enhance strategic roads between 2015 and 2021. The investment plan includes 15 schemes in Yorkshire and the north-east. In addition, as my right hon. Friend will know, East Riding has secured £4.4 million from the local growth fund for the Bridlington integrated transport plan phase 2.
Sir Greg Knight
Will my right hon. Friend take a further step towards securing his reputation as a radical politician by dealing with avoidable congestion? Is he aware that thousands of motorists travelling at non-rush hour times often find themselves stuck in a traffic jam at traffic lights for no reason whatsoever? Why cannot some of these traffic lights be turned off, as is done in other countries?
Mr Hayes
Among my right hon. Friend’s many distinctions is his chairmanship of the all-party historic vehicles group, of which I am merely a humble member. He will recognise that the kind of innovation—the kind of radicalism—that he suggests is always close to the heart of this Government and this Ministry. We do not have plans to do what he says, but I will certainly consider it. There are 15 schemes in Yorkshire and the north-east. Was it Pound who said that a genius can recognise 10 things but an ordinary man can recognise only one? I can recognise 15.
Meg Munn (Sheffield, Heeley) (Lab/Co-op)
The use of the hard shoulder as an extra lane on motorways at peak times has been shown to be successful in improving safety and reducing congestion. However, using the hard shoulder outside peak times will lead to a greater number of accidents, and the police have warned that it should not be done. Will the Minister look again at this policy and ensure that we do not see more deaths and serious incidents on our motorways as a result of using hard shoulders outside peak times when they are not needed?
Mr Hayes
The hon. Lady is right to recognise that smart motorways are partly about using the capacity of the hard shoulder as an important way of easing congestion. She is right, too, that safety has to be a prime consideration in all such matters, so we will look at the evidence. If the evidence suggests that we need to alter policy, we will, but my judgment is that so far it does not show that this behaviour is dangerous.
Philip Davies (Shipley) (Con)
The Secretary of State, in particular, will know how important the Shipley eastern bypass is in relieving congestion and stimulating economic activity in my constituency. The Government have given a considerable amount of money to the combined Labour west Yorkshire authorities for transport infrastructure schemes to relieve congestion. What steps will his Department take to make those Labour councils make sure that all parts of west Yorkshire benefit, not just their Labour heartlands?
Mr Hayes
My hon. Friend is right that when one looks at infrastructural spending one needs to do so on a consensual basis. For example, both Front-Bench teams will be working together on the Infrastructure Bill to make sure, irrespective of party, that it provides a foundation for the future. It is absolutely right that when we look at these things we should cut across narrow party divides.
Andrew Gwynne (Denton and Reddish) (Lab)
One of the best ways of tackling road congestion is to have proper inter-modal integration. The Minister might know that the M60-M67 junction interchange at Denton is not just one of the most dangerous in the country but one of the most congested, and currently subject to pinch-point infrastructure works. Next to it is Denton station, which has the most pathetic rail service in the country, with just one train, in one direction only, once a week. Will he bang heads together at Northern Trains, Network Rail and Transport for Greater Manchester so that we can have a proper train service from Denton into Manchester, as that will be crucial as part of the northern hub work?
Mr Speaker
I was going to suggest that the hon. Gentleman apply for an Adjournment debate on the subject until I realised that he had already had it.
Mr Hayes
Not for the first time, Mr Speaker, you took the words out of my mouth. The hon. Gentleman suggests that, as far as rail in his constituency is concerned, you can get there but you cannot get back. He is absolutely right to say that we should look at such things in an integrated way, and this is not the first time he has raised the issue: he has raised it a number of times in the Chamber. If he looks at the plans we announced earlier this week, he will see that, in relation to rail, ports and roads, we are working on the sort of integration he describes, to make sure that all modes of transport fit.
Stephen Mosley (City of Chester) (Con)
Mrs Mary Glindon (North Tyneside) (Lab)
The Minister of State, Department for Transport (Mr John Hayes)
The Government recognised the detrimental effect that the proposed port services regulation in its original form would have had on the UK ports industry. At the Transport Council in October, we succeeded in our main negotiating aim of ensuring that the Council text was amended to protect our ports industry by limiting its application and by taking better account of the interests of already competitive ports such as ours.
Mrs Glindon
What work has the Minister carried out with European partners through the process to ensure that trade union recognition and collective bargaining are explicitly protected, while still respecting the autonomy of social partners?
Mr Speaker
The Minister of State can deposit in the Library of the House a note on his family history, which I feel sure will be eagerly sought after.
Mr Gordon Marsden (Blackpool South) (Lab)
If it ain’t broke, don’t fix it. In our thriving ports sector, everyone—businesses, unions, thousands of employees—are fearful of the regulation because it threatens competitiveness and workers’ rights and protections. Given that his Department was so badly mauled in the European Committee in September that the Minister had to abandon his motion, why are we still waiting for concrete results? Despite his pledges, the Government got no support for blocking port regulations in Europe in October. If the Government did such a good job in October, why has he failed to bring his motion back to the House, as he promised?
Mr Hayes
In the deal we got in October, we got our ports excluded from the majority of this unwelcome, unnecessary and undesirable regulation, and on other matters not included in that exemption we agreed that this House should make the decision. I call that achievement a victory, and the hon. Gentleman would be well advised to welcome it.
Rehman Chishti (Gillingham and Rainham) (Con)
Julian Smith (Skipton and Ripon) (Con)
The Minister of State, Department for Transport (Mr John Hayes)
My hon. Friend will know that the service to Skipton will continue at today’s levels. I can confirm that the changes to the east coast main line will not put that in jeopardy. As he will also know, those changes on that important line will bring more journeys, more opportunities and more investment.
Mike Thornton (Eastleigh) (LD)
Sections of the M27 in my constituency—the busiest motorway per mile in the country—are so noisy that local residents are unable to open their windows in the stifling summers that climate change has brought us, and that affects their health and sanity. My constituency continues to wait for resurfacing, so will the Minister please investigate the provision of effective noise barriers to save my residents’ health and sanity?
Mr Hayes
Yes, this issue is rightly raised by a number of hon. Members. We have taken action to reduce noise on some key roads and I hear what he says about the M27. There will be money for extensive resurfacing—we are talking about resurfacing 80% of the nation’s roads—and I will look at his case in that spirit.
Ian Lucas (Wrexham) (Lab)
Is the Secretary of State aware that the rail investment in Cheshire is between Wrexham and Chester, where the Labour Welsh Government are redoubling the single track line created by the Tories in the 1980s? Will he therefore commit to supporting investment in rail infrastructure in north Wales in the same way that the UK Government have invested in south Wales?
Coastguard Centres (Staffing)
John Hayes Excerpts(9 years, 9 months ago)
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The Minister of State, Department for Transport (Mr John Hayes)
It is an immense joy, Mr Davies, to serve under your illustrious and benevolent chairmanship. I am pleased that the hon. Gentleman secured this debate on an important issue. It is important because coastguards are important. Their work is immensely valuable and I want to take this opportunity to thank and congratulate them on all they do to keep our shores and our people safe, not only the professionals, but the volunteers. They deserve a particular mention because in my constituency and in constituencies of other hon. Members here, volunteer coastguards do a superb job.
The provision of search and rescue is an obligation enshrined in international law and convention, including the UN convention on the law of the sea and the international convention on maritime search and rescue. The UK coastguard service’s area of operation extends as far west as the mid-Atlantic and in all other directions to internationally agreed meridians.
Picking up the hon. Gentleman’s last point, national coastguard services must operate across international boundaries to provide a search and rescue capability that is most appropriate in each incident at sea. The commitment from all professional coastguards is to protect and to save using whatever assets and resources are available, even those that may belong to other national authorities. Fear, risk, safety and rescue know no national boundaries and it is important to remember that that has always been the way and the habit of our coastguards.
From December 2010, this Government entered extensive consultations to find a way of addressing combined challenges: resilience, preventing skills-fade, improving the job offer for coastguard officers, and giving greater leadership and training support to community volunteers that make up the coastguard rescue service. Hon. Members, and particularly the Select Committee on Transport, were very much involved in those discussions and the consultation, and helped to shape the blueprint that we announced in November 2011. That was further refined in September 2013, because it took longer than we all hoped to agree new pay arrangements to reflect properly the different roles and responsibilities of coastguards working in co-ordination centres.
The unions were properly and heavily involved in that process, as they should be. I work closely, and always have as a Minister, with the trade unions that relate to the sector for which I am responsible.
Bill Esterson
The Minister is absolutely right to praise the volunteers, who do a fantastic job in my constituency, as in his. I am sure he is aware of a point that was made in arguing the case against the closures—I am looking at the 2011 report from Crosby. What assurances can he give about the relationships between officers in the MCA and those volunteers where coastguard stations have closed, as they have in my constituency?
Mr Hayes
I take that relationship very seriously indeed. I have already celebrated, in this all too short contribution, the work of those volunteers, and I see them as being critically important to the link between the coastguard service and the community. They are model examples of how voluntary involvement can not only enliven communities, but provide vital services. I take the relationship very seriously, and under this Minister, it will always be taken in that way.
Nevertheless, as the hon. Gentleman will know, the national network, made up of a new National Maritime Operations Centre in Hampshire and a series of geographically spread coastguard operation centres that, in effect, retain each of the existing paired sites, has been the product of the consultation that we described. The retained sites would move progressively into the national network over time until December 2015, whereas other centres would either close completely or would remain open but would no longer be responsible for search and rescue co-ordination.
The blueprint included new and exciting coastguard roles and responsibilities with improved pay and terms and conditions. As I said, the unions were involved in developing that package for coastguard roles, which, for example, would see shift patterns redesigned to reflect better seasonal demands, and with more weekends off over a year. In the union ballot, 79% of those who voted supported acceptance of the new terms and conditions.
The Maritime and Coastguard Agency has moved on a long way from the concept phase of this programme. We are now making real progress in establishing a joined-up national network for rescue co-ordination. The new National Maritime Operations Centre near Fareham became operational from 1 September this year, when it assumed responsibility for coastguard functions along the south coast that were previously handled by the Solent and Portland maritime rescue co-ordination centres.
Coastguards at Falmouth now operate in the first of the new breed of refurbished and refreshed coastguard operations centres, and in effect, joined the national network in October. Just as envisaged by the blueprint that we published in November 2011, any coastguard function, including search and rescue, in the areas covered by the network can be handled by anyone in that network, allowing the national commander at the National Maritime Operations Centre at Fareham to make decisions about the distribution of work loads, given the people, resources and experience available. It is that improved co-ordination, better use of resources and more efficient use of skills that lies at the heart of the blueprint and its implementation.
I believe that we can maintain and improve what we do as a result of the changes. If I did not believe that, I would not support them. It is as simple as that, because there is no way that this Minister or this Government would compromise safety or inhibit effectiveness. It is simply not our intention; it never would be and it never could be. It is important for hon. Members to accept that. As the national network evolves, the number of officers on duty at a particular site becomes less significant. Measurements of input, in the end, are bound to be less significant than measurements of effect. What matters is how the coastguard operation deals with need at the point of need.
Every month, the Maritime and Coastguard Agency is either moving an existing co-ordination centre into the evolving network or ending the search and rescue function in one of the centres that was earmarked for closure.
Mr Hayes
I will not, because I am very short of time. I know the MCA is far from complacent and will continue to give the closures and transitions to come the same management, attention and care, so that people, their allegiances and emotions are handled with sympathy.
I appreciate that there are always issues with this kind of radical programme, but I want to assure the House that after each transitional closure, there is a period of review, to learn lessons and improve the process before moving on to the next transition. I can further reassure the House that I will continue my regular face-to-face meetings with Sir Alan Massey and HM Coastguard officers to scrutinise and challenge the agency’s progress against that blueprint, including monitoring any particular pressure points, so that we can all have confidence that Her Majesty’s Coastguard continues to deliver the first-class service that we have all come to expect. It is absolutely right to examine and review this process to ensure the effectiveness at the point of need that I have described, in line with some of the arguments that the hon. Member for Na h-Eileanan an Iar has made in this debate.
The new coastguard roles and responsibilities are more demanding, and I am delighted that we are taking large numbers of our existing coastguard officers into the new set-up, supplemented by many new recruits. The hon. Gentleman mentioned recruitment, and he acknowledged generously that lots of people want to join.
Mr Hayes
These five minutes will be exciting, because we have had a break and are waiting with anticipation for the culmination of this wonderful address.
I want to talk about recruitment, because for the operations centres the MCA has recruited against 78% of the roles, while for the roles to support the volunteer Coastguard Rescue Service the recruitment figure is 90%. Of the posts that have been filled, only 21% have been filled by new recruits; 79% of the vacancies have been filled by experienced coastguards taking up new opportunities. That is very important. The need to maintain continuity, to take advantage of experience and to ensure that the skills that people have developed over time play a key part in the new operation seems to me to be salient.
I do understand that there is particular concern about the adequacy of staffing at some centres that are transitioning into the growing national network. Many of the concerns expressed by hon. Members stem from the fact that the MCA has undoubtedly found it a challenge to staff existing maritime rescue co-ordination centres to the levels set out in historical watch-keeping risk assessments. Those levels were set several years ago and erred on the side of caution.
I can tell the House that I have had an assurance from Sir Alan Massey and the chief coastguard that there are sufficient officers with the right skills available across each existing pairing arrangement, backed up by additional cover, to sustain the comprehensive search and rescue service that we would expect. I have made the effort to challenge the service on that basis; I have asked those questions and asked to be regularly updated on recruitment and staffing. Hon. Members will understand that getting everyone in place for the new roles, both at co-ordination centres and on the coast to support our coastguard volunteers, is a complex jigsaw that must be carefully handled in terms of logistics and sequencing.
Mr MacNeil
I would like an undertaking from the Minister that he will seek to speed up what has been a glacial process. Eight months is too long. Can he look at shortening the period so that we do not see the undermanning in operations rooms that we have seen?
Mr Hayes
Senior managers closely monitor staffing on a daily basis and take action to ensure that safety is not jeopardised. That is certainly true for a lot of the west coast of Scotland and at Aberdeen. The essence of the plans that we have put in place is that they must have at their heart continuing operational effectiveness. I regard it as a key responsibility to ensure that that is the case.
I end by paying tribute to the professionalism and dedication of all those wearing the uniform of Her Majesty’s Coastguard. They should rightly continue to be proud of the job that they are doing and look forward to being part of a new and exciting future. Transitional arrangements are always challenging, and new ideas are sometimes regarded with suspicion, but we must move forward and we must get this right, because we owe it to the future to do so.
Question put and agreed to.
Wessex Route Study (Passenger Capacity)
John Hayes Excerpts(9 years, 9 months ago)
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Steve Brine
The right hon. Gentleman and I have spoken many times about some of these issues on the all-party group on cycling. Yes, the number of carriages should be reduced where there is a surplus, but I was making a wider point about whether it is morally correct to have first-class and second-class carriages on the railways.
On the subject of the so-called quiet carriage, some of my constituents—and probably some of the right hon. Gentleman’s constituents—would find the idea of a quiet carriage laughable. Even though there are big signs on the windows saying that the carriage is a quiet carriage, many people seem not to notice. I have heard many mobile phone conversations in the quiet carriage during my travels, so the railways may need to do some education work.
I was talking about the cost of a standard season ticket for my constituents, which is huge. It actually costs more to get a season ticket from Winchester to Waterloo than it does from Southampton to Waterloo, even though we are nearer London. South West Trains is well aware of that issue, and I wish it would address the situation. Part-time season tickets are a nut that we have failed to crack, and I would be interested if the Minister had a comment on that issue. Smart ticketing is a coming issue, and I believe I am right in saying that it requires some sort of change at parliamentary level. Perhaps the Minister will clarify that situation.
High demand for peak commuter services to Waterloo from all our constituencies is, as my right hon. Friend the Member for Basingstoke said, expected to increase dramatically over the years ahead. She coherently set out the housing development in her area; in my area our local plan, which is almost complete, is for 12,500 houses in the district over the next 20 years. Two thousand houses at the Barton Farm site, which is but half a mile from Winchester railway station, have been given the go-ahead in the past few years. I bitterly opposed that development. Yes, there will be a new primary school on the site, and there will be other infrastructure improvements from such a big development, but a brand new mainline railway station will not be built for my constituents as a result of that development, so something has to change and something has to give.
Southampton airport is a very short train ride from my constituency. Passengers going to and from that airport come through my railway station, and air passenger projections are only expected to grow. People relocating from London to places such as Winchester are welcome, and we enjoy having them. They come because of the “cheaper” housing in Winchester—everything is relative in life, but housing is certainly cheaper than in west London. They come to Winchester for the good schools, the great quality of life and the fantastic Christmas market that we have right now, but they want to commute back into London. They have every right to expect that they should be able to do that, and many contact me to say that they are horrified at the cost and the standing that they have to endure.
There are things that we can do, and others have mentioned some of them. The national infrastructure plan published yesterday has some very good announcements for my area. As I said in the House, the improvements to junction 9 of the M3, on which I campaigned for many years, are incredibly welcome. The smart motorways technology around junctions 10 and 14 are also a welcome investment in our motorway infrastructure for my constituents. Credit to the Minister and his Department for doing that. I thank him on behalf of my constituents.
There are things that we can do as a city. One of the core corporate priorities of Winchester city council is to reduce the daily outward migration from the city for work, which is why the council is so keen to redevelop Station approach, to keep top-quality employers such as Denplan and to attract other big, quality employers, all of which reduces the necessity for people to travel to London every day. It is important that should happen. Those are all things that we can do, but we cannot control all of them. The issue is about capacity.
The key constraints for passenger services are highlighted in the study, which states:
“the layout of the Waterloo throat restricts the number of services that can access the platforms at any one time; the layout at Clapham Junction does not allow all trains that currently pass through the station to stop there”.
The study continues:
“A further constraint on the ability…to accommodate passenger growth is the capacity of some station car parks”.
We have gone some way in that respect, but many other places have not yet done so.
Capacity is the issue. I admit that I was sceptical about the local enterprise partnerships, but they are part of the solution, as is Hampshire county council. Winchester Action on Climate Change sent me a brief ahead of today’s debate and, judging by its name, it is keen on railway travel, as am I. The organisation makes some positive contributions, and it will be responding to the route study in due course.
My right hon. Friend the Member for Basingstoke talked about a significant plan of investment, which is exactly what is needed—now really is the moment for that. Ahead of this debate one of my constituents said to me, “A lot of the discussion points in the Wessex route plan are very big-picture and will take a long time, cost a lot of money and need a lot of political and stakeholder buy-in. What can we do in the short term?” I place one point on the record for the Minister’s consideration—I know he likes to muse on these things. As a temporary solution, could we make greater use of Victoria station for trains coming in from the Wessex area? I leave that idea for him to ponder.
You will be pleased to know, Mr Streeter, that I have nearly finished. First, however, I have some questions for the Minister. I know that St Pancras and all the investment there are very much on Ministers’ radars, but is Waterloo on the Minister’s radar? I do not know whether it is, but it needs to be.
The Minister of State, Department for Transport (Mr John Hayes)
I may be able to deal with that point now, so that we can settle the issue. Waterloo is absolutely on our radar. Further improvements will be made in terms of platforms coming into Waterloo, but I want to go a little further, as the Rail Minister for the day. I think we should take the lead from King’s Cross and St Pancras when it comes to the look and feel of some of our major stations. On that basis, we could do a great deal of work at Waterloo. I will ask officials to discuss the matter with the relevant people in the same spirit as my hon. Friend has shown.
Steve Brine
That is a fantastic response, and my colleagues here will be pleased to hear it. Today must be the start of the conversation. The document is an excellent starting point, and we will all respond to it, as it has been suggested we must. As a group, Members from Hampshire are happy to see the Minister at any time to help push this conversation forward.
Do the Government have a view on double-deck rolling stock, which is mentioned in the document? Clearly, there are lots of historical issues to do with bridges, which sometimes make that particular issue challenging, but does the Minister have a view?
We have had a good document, a good start and an excellent debate. I am glad to hear that Waterloo is so firmly on the Minister’s radar. However, we really have done as much as we can on car parking, wi-fi, cycle parking, foot bridges, the wonderful new concessions at Waterloo and making things nice for the traveller there. In many ways, that is the icing on the cake, but we now need to go back and work on the cake—that is about the infrastructure and the routes in and out of Waterloo. That is where we need real help and real change for all our constituents.
The Minister of State, Department for Transport (Mr John Hayes)
What a pleasure it is to serve under your chairmanship, Mr Streeter, and to be Rail Minister for a day! It is not the first time, as I have already performed once in that capacity, but I am delighted to do so again, particularly in response to the Adjournment debate of my right hon. Friend the Member for Basingstoke (Maria Miller). I congratulate her on securing it.
My right hon. Friend has once again shown that she is a great champion of the interests of the people of Basingstoke. She has also brought to the Chamber’s attention some wider issues, which I shall attempt to address in the limited time available. Should I not be able to get to all the matters raised by hon. Members—and there were many—I shall certainly write to them with details afterwards.
I think it was G.K. Chesterton who said:
“The centre of every man’s existence is a dream.”
It was that spirit that led to the creation of this country’s railways; without the vision and the dream, the reality would not have happened. That spirit, vision and passion for railways is needed at the core of future policy. Of course utility matters, but we must not be constrained by facts. We must have a big view of what railways can be, and what we can achieve. I shall attempt to imbue all that I say today with that passion for what railways can be.
My right hon. Friend made it clear that we are going through a railways renaissance. She was right to highlight the doubling in passenger numbers and to say that the prophecies of the prophets of doom at the time of privatisation have been frustrated by the response of the railway industry and passengers to the opportunities provided by rail travel. I was grateful that she brought that to the attention of the Chamber.
Across Great Britain, railways are playing an increasingly important role in economic development, are they not? When we speak of travel and transport, we need to speak of well-being as well as the economic effect, although the economic effect is not inconsiderable. Rail links people to their homes, jobs and recreational pursuits. That is particularly true across the south-east commuter network, including the Wessex route. As my right hon. Friend said, passenger numbers have doubled across the country in the past 15 years, and the Wessex route is no exception.
It might be helpful to begin with if I were to explain that Network Rail’s Wessex route encompasses the long-distance routes of London Waterloo to Portsmouth, Southampton, Weymouth, Salisbury and Exeter. It also serves the north downs line, linking Reading and Guildford to Redhill and Gatwick airport. It is therefore a vital component of the railway network, transporting millions of commuters into London and providing essential links to Gatwick and Southampton airports. I promise the right hon. Member for Exeter (Mr Bradshaw) that I will deal with the south-west part of the network, as I attempt to address the range of matters raised in this important debate.
South West Trains operates about 1,700 services a day, and about 222 million passenger journeys were made on its trains last year. In Basingstoke station alone, there are more than 5 million entries and exits a year. In debates such as these, I like to offer Members rather more than a litany of what we have already done and to give them the prospect of what we intend to do. I am delighted to tell my right hon. Friend the Member for Basingstoke today that South West Trains is currently developing plans for improvements to the forecourt of Basingstoke station. Those works are yet to be guaranteed, but, if approved, they will start next year, with an estimated value of £30,000. We want to make the station as attractive as it can be and that work on the forecourt will do just that.
Crowding on services to Basingstoke and other destinations along the south west main line to London Waterloo, the UK’s busiest railway station, is, as my right hon. Friend said, a continuing challenge. One might say that it is a well-known issue. Ensuring that there is enough capacity on trains is one of the highest priorities for passengers and it is one of the key issues that we are tackling head on. The matter has been raised by a range of speakers in the debate, including my right hon. Friend the Member for North West Hampshire (Sir George Young), my hon. Friend the Member for Winchester (Steve Brine) and the hon. Member for Nottingham South (Lilian Greenwood). I am pleased and extremely proud that the Government have pledged more than £38 billion in support for the rail industry in England and Wales over the period 2014 to 2019. That massive investment will significantly contribute to improving the capacity and quality of the network, which is seeing such a big growth in demand.
I will return in a moment to another aspect of what my right hon. Friend raised. She is right to say that, in anticipating capacity demand, we need to look across government at the effects of other policies: the consequences of our plan for growth and the relationship of that with transport and travel—rail travel, in particular. In that spirit, she will be happy to hear that the investment I described includes a significant commitment to the South West Trains network.
It may be helpful if I explain to my right hon. Friend and other Members the process for delivering capacity improvements, because that was raised by both my right hon. Friend the Member for North West Hampshire and my hon. Friend the Member for Winchester. Essentially, it is a two-stage process. In the first instance, it is necessary to tackle the issues that constrain the suburban network in order to create the extra platform capacity at London Waterloo station. That will allow the industry to address the mainline capacity issues, which will benefit my right hon. Friend the Member for Basingstoke, her constituents and other constituencies. As I pledged earlier, in providing that extra capacity at Waterloo, we will also look at the style and character of that station. In a sense, we raised the bar at St Pancras and King’s Cross and people now expect the look and feel of London stations to match the best. We can do more in those terms at Waterloo.
In September, the Under-Secretary of State for Transport, my hon. Friend the Member for Devizes (Claire Perry), announced the latest capacity enhancement to be contracted with South West Trains. As part of plans to provide capacity for an extra 24,000 peak-time passengers each day, 150 new vehicles are being manufactured by Siemens to be put into passenger use by the start of 2018. However, the hon. Member for Nottingham South—as she said, I know her constituency well—made a good point in saying that we need to ensure that our policy is coherent. We need to be certain that the changes we make to rolling stock are integrated with the other necessary engineering considerations. I will ask officials to look afresh at that to ensure that we are pulling together all the necessary decisions in the way she proposed.
On the introduction of the new fleet, I should say that existing trains will be cascaded, which will provide some additional mainline capacity, including one additional peak service from each of Basingstoke and Woking. That is in addition to the extra 108 carriages that are already starting to arrive and are being put into passenger service, to increase capacity each day by 23,000 at peak times. A similar cascade is also adding capacity to a number of peak mainline services that are not already operating at maximum capacity. That issue was raised during the debate and it is very much part of our thinking.
During the same period, Network Rail will carry out major enhancement and renewal works in and around the Waterloo area at a cost of several hundred million pounds. The signalling system that covers much of the suburban network needs to be renewed, as my right hon. Friend the Member for North West Hampshire said. As part of that project, a new turn-back facility will be created so that an additional four services can operate at peak times from Hounslow to Waterloo.
By 2017, Network Rail will have carried out works to bring the remaining four platforms at the former Waterloo International terminal back into full operational use for scheduled domestic services, restoring a vital piece of the south western route infrastructure to domestic use. The availability of those extra platforms is essential to the plans to extend platforms 1 to 4 at Waterloo. Those platforms serve the main suburban routes and, once extended, they will be able to accommodate 10-car-length trains. That will remove the last constraint that has for many years hampered plans to increase mainline suburban capacity beyond trains with a maximum of eight cars.
All that takes time, and considerable effort in planning, to minimise impact on passengers. That point has been made and I recognise that people will have concerns—these are major engineering schemes and, as they are implemented, we need to ensure that disruption is minimised. There will be some disruption, however, so we have made it clear to the south-western railway that it will have to deliver high-quality communication to its passengers about what that will mean to their daily journey as it makes its plans.
However, I have every confidence that the long-term capacity uplift will be warmly welcomed by passengers and the prospect of better services will make short-term disruption more acceptable. My experience is that, when people know where they stand, they can adjust their arrangements accordingly, but it is important that we get the information out. I will endeavour to ensure that Members in affected areas are informed of the changes at the earliest opportunity so that they can act as one of the conduits for the dispersal of that important information. We will look at other mechanisms as well.
I understand that, even with this investment, some of the capacity issues on the main line remain and that that is a source of some frustration for my right hon. Friend the Member for Basingstoke and other Members. I therefore turn to the process for securing further investment in the railway.
To begin with, it may be useful to explain that major investments in the railway are funded on the basis of five-year funding cycles known as control periods, as hon. Members have mentioned. We are currently in control period 5, which began earlier this year and will run until 2019. During this control period, the Government are providing Network Rail and the rest of the rail industry with more than £16 billion to upgrade and enhance the networks in England and Wales. It is from that funding pot, known as the Government’s rail investment strategy, that many of the capacity enhancements I have already referred to will be financed.
The right hon. Member for Exeter asked specifically about services to his area. As he knows, although the rest of the Chamber may not—you will know this, Mr Streeter, given your local expertise—Exeter has two routes to London. The great western line is being upgraded during control period 5. That will include a number of resilience improvements, but I will ask that they are considered closely again to take account of some of the points that he made. The second route, via Salisbury, enjoys less demand and has less capacity. I think, however, that the route study needs to consider longer-term options to increase capacity, with more passing places and options for electrification of that route. As a direct result of this debate and the right hon. Gentleman’s overtures, I will ensure that we look at that closely and communicate those thoughts to him.
My right hon. Friend the Member for North West Hampshire, speaking with all the expertise from his own involvement in this Department as a distinguished Minister many years ago, before I entered the House—I was going to say “when I was a child”, but that would be something of an exaggeration—raised any number of fascinating matters. I will make all kinds of commitments to him, because if one is the Rail Minister for the day, one can do just that. The civil service will be shaking in its boots as I make this speech.
Mr Hayes
Ongoing developments for cycle space provision should be part of all franchises, in my judgment, and from today they will be.
The business decisions of train operators on the issue of first and standard class balance has been raised by a number of hon. Members, including my hon. Friend the Member for Winchester. We need to ensure that we make best use of space on trains. That use will vary from time to time and I do not want to make any prescriptive judgment, but discussion of that issue needs to take place regularly, based on a proper analysis of use. If, as has been described, some carriages are empty and others are full to the point of bursting, we need to respond to that situation.
The argument about Heathrow southern access was a really good one. We need to have a new study on that issue, which should begin this autumn and which should be published as soon as possible, ideally—indeed, at the latest—by early next year, and we need to consider what more can be done.
On the issue of car-parking capacity, it is important that we identify demand and sites for car parks, and I am more than happy to commit to working with local councils to do that. Perhaps we just need to drop a line to those local authorities to remind them of our willingness to have that kind of dialogue, particularly where we know, from Members across the House, that there are pressing problems. There is a history at certain stations of parking issues, so perhaps we can initiate some new thinking on that.
When they think of railways, everyone thinks of Stephenson; some, with a more curious turn of mind, think also of Hodgkinson; and all romantics—such as you and me, Mr Streeter—think of Jenny Agutter and John Betjeman, do we not? We think of “The Railway Children” and Betjeman’s advocacy of the romance of rail. To that end, I would be very happy to facilitate contact with Network Rail to allow the steam train that the Under-Secretary of State for Transport, my hon. Friend the Member for Devizes, who has ministerial responsibility for rail, has pressed for. Indeed, the case for that train was amplified today by my right hon. Friend the Member for North West Hampshire. Let us allow this to happen, and in that spirit let us look again at the historic estate. We have many old railway stations, some of which could be brought back into use. We also have many glorious signal boxes; more of them should be listed. Let us once again be bold and ambitious to have our dream of the romance of rail, and turn that dream into a reality.
My right hon. Friend talked about the capacity issue. Of course, his area will benefit from the commitment to increase capacity at Waterloo during the period between 2014 and 2019, and from proposals to “grade separate” working junctions in control period 6. I will come on to that in a moment, because it is important to say first that the process for identifying possible investments and upgrades for the next control period—between 2019 and 2024—began recently. As such, there are opportunities for my right hon. Friend, other Members and the public in general to contribute to this process and to influence the Government’s next rail investment strategy.
When these drafts are issued, it is important that right hon. and hon. Members understand that they can play a part in shaping the final outcomes. When I last spoke on railway matters, I emphasised that these things are not set in stone. The whole process is by its nature consultative, and drafts should not be deemed to be the final word on these matters, but instead a catalyst for fresh thinking, with right hon. and hon. Members playing a vital role in the process.
I return to the specific part of the railway under discussion today. Network Rail recently published its draft Wessex route study for just that kind of consultation. It highlights the network constraints in the area of Basingstoke, which include a mix of speed limits and the confluence of several lines. Due to its location on the south-west main line, Basingstoke suffers from the convergence of several routes further up the line at Woking, as my right hon. Friend the Member for Basingstoke suggested.
For those reasons, two of Network Rail’s emerging priorities for the next control period are, as I said earlier when dealing with my right hon. Friend’s questions, to “grade separate” the junctions at Woking and Basingstoke. For the benefit of those Members who do not speak in railway terms, as I myself did not until very recently, that term refers to the lifting, via a bridge, or dropping, via a tunnel, of a track over or under another, which means that trains moving in one direction do not get in the way of trains going in the other direction, preventing some of the frustrating stopping and starting with which many rail travellers are familiar.
In addition, the draft route study sets out options for the possible introduction of double-decker trains between Basingstoke and London; such trains were mentioned earlier in the debate. Although they are a common sight in other European countries, they have not really appeared on the British rail network, partly due to the height of some of our Victorian tunnels and bridges. As I have said, because I value the historic estate I would not want to see those tunnels and bridges being disregarded. Nevertheless, while the introduction of double-decker trains would necessitate the adaptation of the network, Network Rail is of the view that they may be a viable option on certain lines, and I am sure that my right hon. Friend and her constituents would relish the chance to lead the roll-out of such exciting technology on their line, becoming early beneficiaries of the additional capacity that it would bring.
Let me reiterate that these ideas are some of the emerging views for control period 6. The draft route study has been articulated and published by Network Rail, based on the information available to it at the time the route study was published. Indeed, the document acknowledges that the dominant issue is the need to provide sufficient capacity in peak periods, and consequently it has focused on developing choices to address that issue where needed, such as options to increase peak main-line capacity through use of new technology and “grade separated” junctions.
To that end, Network Rail is working with Transport for London, local authorities along the route and other stakeholders better to understand their views on these matters. My right hon. Friend the Member for Basingstoke eloquently and clearly outlined the other pressures that are likely to affect capacity. I know that she is concerned that the housing growth that is planned in and around her constituency will have a dramatic impact on that demand-supply balance.
I want my right hon. Friend to know today that I understand that concern, and that the Government appreciate the point she made about the importance of ensuring that wider policies are fully taken into account when capacity on this line is being planned. The case she has made has been heard by the Government and will be built into our further considerations.
Maria Miller
I thank the Minister for giving way; he is generous with his time. It is incredibly reassuring to hear what he is saying, because at this point in time it appears that house-building levels are not taken into account when future capacity is determined, and indeed that capacity is more likely to be determined by the number of new jobs generated in London than by the number of houses being built in my constituency, or indeed in the constituencies of my hon. Friend the Member for Winchester (Steve Brine) and my right hon. Friend the Member for North West Hampshire (Sir George Young). We need to make sure that this issue is taken into account, so that we can ensure that the proper increase in capacity on the line is put in place now.
Mr Hayes
My right hon. Friend needs to know that Basingstoke, North West Hampshire and Winchester are never far from my mind, and that they have been brought to the forefront of my mind today. As a result of this debate, I will ask my officials to take into account the views she has articulated and to make it perfectly clear that—in a proper, joined-up and coherent way—we consider some of the effects of growing population and the likelihood of that growth increasing demand for rail use. It would certainly be a fitting tribute to her and to the debate she has stimulated today for me to deliver that fresh thinking for her, which is precisely what I will try to do.
I think that the issue of ticketing was raised by my right hon. Friend—my hon. Friend the Member for Winchester mentioned it as well—and I am open to further consideration of the options, in terms of technological changes, that would speed up the ticketing process. I am also mindful of what my right hon. Friend said about fares. My commitment on fares is very clear.
Steve Brine
On ticketing, I specifically mentioned part-time season tickets, which constituents constantly raise with me. It is a smart-ticketing issue, but is that solely down to the train operating companies or is there a regulatory issue that the Government need to intervene on before part-time season tickets can be made available? Perhaps he will write to me on the subject.
Mr Hayes
I will write to my hon. Friend about the detail, but my view about all these things is that there should be a dialogue between the Government and the operating companies, because there we need lines of accountability for all public services to Government and, through the Government, to this House. When hon. Members raise such issues, it is important that there are means by which they can be communicated to the people who make the decisions. It is right that we have that dialogue, and I assure my hon. Friend that that will take place.
We understand the issues about housing and why my right hon. Friend the Member for Basingstoke introduced this debate, and we understand the implications of her argument. Responses to the consultation will, as I said, feed into the final version of the Wessex route study, which is due to be published next year. That will then help to inform the Government’s priorities for the next rail investment strategy for the period 2019 to 2024.
Finally, as I reach my exciting peroration, may I explain that as well as looking at potential funding priorities for control period 6, the Wessex route study is looking at much longer-term funding priorities for this route? I spoke about vision and dreams. We should be ambitious for this route and, in looking ahead to 2043, we need to think about long-term changes to supply and demand and about rail travellers’ changing expectations, including considering increasing capacity—extra tracks—on key sections closer to London or, indeed, Crossrail 2. Again, on those matters of longer-term funding, all hon. Members and all interested parties are encouraged to respond to Network Rail’s consultation before 17 February next year.
My right hon. Friend has done the House a great service in bringing these matters before it. The Government are wholly committed to the railways and to rail investment. We published our investment strategy for roads yesterday. That, and our approach to rail, is indicative of a breadth of thinking and a long-term approach in respect of a transport strategy that is, I think it is fair to say, unprecedented in its ambition. It is right that we should think in those terms, because infrastructure and investment only serve economic purpose—they feed the common good—by adding to individual and communal well-being. To that end, my right hon. Friend made an important contribution—
Lilian Greenwood
I am interested in the Minister’s comments about the need for long-term vision and certainty. There has been a remarkable lack of long-term vision on the issue of fares. When his Government were elected, they were talking about raising fares by the RPI plus 3%, and we had announcements taking it down to RPI plus 1%, then to RPI. I am sure that is incredibly welcome for the hard-pressed commuter, but it does not give any certainty either to operators or to passengers. His scrapping “flex” for 2015 is welcome, but why is not there a long-term commitment to scrap “flex” altogether, to take the pressure off people who have had 20% fare rises in just four years?
Mr Hayes
Again, Chesterton said that how you behave when you lose determines how long it will be before you win. The hon. Lady’s thinking about fares may herald her party’s eventually winning: it will not be for many decades, but it will happen. It is absolutely right that she presses me on this issue and, because I am the Rail Minister for today, I make this commitment: fares will not go up by more than inflation. I will also commit to something else, which will cause some excitement in her constituency, which I know well, and feel that I owe it this obligation. We are committed to electrifying the midland main line between London and Sheffield via Nottingham. She knows the difference that will make, as someone who, like me, travels regularly on that line.
What a great debate this has been. It has provided an opportunity for hon. and right hon. Members to advance the interests of their constituents in the context of that bigger vision of the significance of rail. This debate has shown that the party divides in this place are small compared with our shared commitment to do our best by the people we represent.