Wessex Route Study (Passenger Capacity)

John Hayes Excerpts

Tuesday 2nd December 2014 Westminster Hall

[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.

--- Later in debate ---

[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.

[Sir George Young]

Go for it.

[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]

Will the Minister give way?

[Mr Hayes]

As I am on well-being, I am delighted to give way.

[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.

West Anglia Main Line

John Hayes Excerpts

Thursday 27th November 2014 Commons Chamber

[The Minister of State, Department for Transport (Mr John Hayes)]

C.S. Lewis, the House will remember, was “Surprised by Joy”: surprised by the joy of the love of God, and surprised by the mortal love of the woman who subsequently became his wife. I hope that my right hon. Friend the Member for Saffron Walden (Sir Alan Haselhurst) will be surprised by the joy of my response tonight—perhaps as surprised as I am to be rail Minister for the day.

Taking full advantage of this space and this opportunity, perhaps we can make more progress than my right hon. Friend has made so far—despite, I must add, his consistent advocacy of the interests of his constituents. He mentioned that he had raised this matter many times. That is well known to the House, but what he did not mention, because his humility prevented him from so doing, was that he has always raised it both with immense courtesy and with absolute determination. In my experience, that combination is what enables us to get things done here. Let us hope that I can demonstrate that to my right hon. Friend in my response.

I also welcomed the contribution of my hon. Friend the Member for Hertford and Stortford (Mr Prisk), with whom I served as a Minister. I know that he too is a doughty champion of his constituents’ interests, as well as being an accomplished Member of the House.

Let me say at the outset that I have a script prepared by the civil servants, to which I will refer but by which I will not be constrained. It is not good enough not to reply to these debates properly, and replying to them properly means responding to the points made by the contributors.

My right hon. Friend spoke about a Cinderella service. Tonight, I want Cinderella to go to the ball. He also spoke about the pain of travel, which I found quite poignant. Is it not sad that we have to talk about the pain of travel? Nevertheless, my right hon. Friend is right. Travel is all too often seen in those terms—not by Members, but by the people who must endure congested roads, overcrowded trains, and an inadequate transport infrastructure. The Government are determined to do better precisely because of our understanding of that. The record levels of investment in our railway and road networks show that we understand how much travel means, to economic growth—that point was made by my hon. Friend the Member for Hertford and Stortford—but also to our individual and collective well-being. People travel for a range of purposes: they travel to work and to school, but also recreationally. Travel should be a joy, not a pain.

Let me turn to some of the particular things that have been raised. To begin, it may be helpful to explain, for the benefit of the whole House, that the West Anglia main line is the route between London Liverpool Street, Stansted airport and Cambridge. At present, it is mainly a two-track railway serving commuters from Cambridgeshire, Essex and north-east London. The Stansted Express links central London with one of the UK’s major airports using the West Anglia main line structure.

That significant range of demands means that there is a high and constant demand for rail services on a line with, as has been said, limited capacity. There are no signs that that demand is likely to decrease. Indeed, as my hon. Friend the Member for Hertford and Stortford said, the economic growth that we seek as part of the Government’s long-term plan to deliver prosperity to the whole nation, and the immense range of economic, social and cultural activities in that part of our great nation, suggest that, if anything, demand is likely to increase. So, this debate is apposite.

As my right hon. Friend the Member for Saffron Walden is aware, many of the services operating on the West Anglia main line use new, “class 379” rolling stock. As he said, they are more modern, comfortable units, offering air conditioning, on-board passenger information systems, ample space for luggage and provision for wheelchair users. Those trains are principally used on the Cambridge and Stansted Express services, meaning his constituents are particular beneficiaries. However, as he said, not all of them, all of the time, are able to take advantage of those better services. It is important, therefore, that we look at what we can do to improve the other trains on the line.

My right hon. Friend mentioned the “refresh” programme. Untypically for him, that was parodied rather. I thought there was a touch of irony in his use of the term, but I am determined that it should be a real refurbishment. I have made it clear in my Department this afternoon that I want our trains to look and feel good so that the quality of the journey improves and the pain that he described becomes the joy that I seek.

I do not see any reason why trains should not look good, why the livery of trains should not be right, or why the circumstances in which people travel should not be edifying and enjoyable. That programme, which includes the replacement of seat covers and the improvement of train interiors, needs to be meaningful and comprehensive. In my role as rail Minister for the day, I have done all I can to ensure that that occurs. It is not enough to have a cursory makeover; a proper refurbishment needs to take place.

The improvements that we make to rolling stock are tied to the acquisition of new stock. My right hon. Friend made it clear that he fears—I understand why he said this—that the new rolling stock may not necessarily be of the right order, so I make clear my view that it is important that it is. We cannot prejudge exactly where that stock will come from, but we certainly do not want what we have to be made worse. To put that another way, we cannot miss the opportunity to make what we have better. I certainly want the acquisition of the new rolling stock to be of the right order so that the quality of service that people enjoy is enhanced.

[Sir Alan Haselhurst]

When I talk of new rolling stock, I expect it to come from the manufacturers, not from somewhere it has been operating for a number of years. I am grateful for what my right hon. Friend is saying, but I understand that retention tanks cannot be fitted under the on-board lavatories of the class 317 stock, and there are 51 units. Those trains may stay in service longer, with brighter paintwork and better seat covers, but there is that horrible disadvantage, which is manifested quite disgustingly at Liverpool Street station.

[Mr Hayes]

That is a powerful and vivid illustration of how railway journeys can be less than edifying and less than enjoyable. I shall certainly ask my officials to give that consideration and see what can be done, although I hear what my right hon. Friend says about some of the constraints on the ability to make the necessary improvements. I am generally of the view—I am well off-script here—that if we want to do things, we can do them, and I think we might have to go the extra mile in these terms. I am more than happy to tell my right hon. Friend that following this debate, I shall ask my officials to see what that extra mile would look like to satisfy his requirements

In addition to the established demand along the line that I have spoken of, additional demand is growing, as my hon. Friend the Member for Hertford and Stortford said, in the lower Lea valley of north-east London. For that reason, the Government’s rail investment strategy has provided approximately £80 million to deliver three and four-tracking at the southern end of the route. This investment will facilitate the introduction of new services, as well as improve operational reliability. It will support regeneration in the lower Lea valley, including the major development at Meridian Water near Angel Road. Led by Network Rail, this upgrade will be delivered by 2019 and will be compatible with any subsequent enhancements of the capacity of the route, an important matter to which I shall return shortly.

As my right hon. Friend is aware, demand is also growing on the northern end of the West Anglia main line. In particular, Cambridge is a regional economic powerhouse, making a significant and increasing contribution to the local and national economy. For this reason, Cambridge station itself is in the process of a significant redevelopment, including having a new ticket hall and additional cycle parking facilities.

My Department is also working with Network Rail and Cambridgeshire county council to develop plans for a new station to the north of Cambridge, at Chesterton. As well as providing direct access to the rapidly expanding science park, this station would relieve some of the rail congestion at Cambridge, with operational and performance benefits right along the West Anglia main line.

Within my right hon. Friend’s constituency, I am aware that passengers travelling to and from Audley End station also now benefit from full step-free access between platforms, following the installation of lifts. In addition, there is excellent rolling stock now operating on the route, which we will add to further, and I hope my right hon. Friend will agree that the Government and the rail industry are making good progress in improving the experience of his constituents at least in that regard, although I hear that he rightly argues on their behalf that we can do more.

I have already highlighted the key limitation of the West Anglia main line—that it is a very busy, principally two-track, railway. I very much hope that the Government’s commitment to three and four-tracking some southern sections demonstrates our determination to improve capacity on the route. However, I recognise the strong aspirations of my right hon. Friend and other Members for faster and more frequent services, and enhancements which would require further infrastructure interventions. I would now like to discuss that issue, because my right hon. Friend’s speech was in two parts, the first about the pain of travel and the condition of the rolling stock and other matters, and the second about the need to meet demand through improved capacity.

To begin with, I would like to explain that major investments in the railway are funded on the basis of five-year funding cycles known as control periods. We are currently in control period 5—my hon. Friend the Member for Hertford and Stortford mentioned this—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 of funding to upgrade and enhance the networks in England and Wales. It is from this funding pot, known as the Government’s rail investment strategy, that the lower Lea valley upgrades I have already referred to will be funded. The process for identifying possible investments and upgrades for the next control period—control period 6, which will run from 2019 to 2024—has recently begun. There are therefore opportunities for my right hon. Friend, other Members and the public in general to contribute to the process and influence the Government’s next rail investment strategy.

As Yeats said:

“Do not wait to strike till the iron is hot; but make it hot by striking.”

In regard to the West Anglia main line, the draft Anglia route study has recently been put out for consultation, and I want to emphasise that this is a draft for consultation. I note the remarks that my right hon. Friend and my hon. Friend have made about its imperfections and limits, and I emphasise again that it is not set in stone. It will evolve, and I want to receive representations that will contribute to its evolution. We will make adjustments to it as we listen and learn throughout the consultation period. Tonight’s debate represents an important contribution to that process.

The rail industry’s emerging view is that the future level of demand expected on the West Anglia main line can be met through the lengthening of certain peak Cambridge and Stansted airport services. However, there are other views on the ways to meet the demand, and I want to hear them. I am not satisfied that there is just one single take on this. We have heard from my right hon. Friend and my hon. Friend, who speak on the matter with great expertise, and they take a rather different view of how the demand should be met. I want that view to be heard loud and clear in my Department and across the rail industry.

The emerging view on control period 6 has been articulated and published by Network Rail in good faith, based on the information available to it, but it is an emerging view, a draft and a consultation. I do not want anyone to assume that it is definitive, or that the Government take it as read that that is the only way forward. Responses to the consultation will feed into the final version of the Anglia route study, which is due to be published in the middle of next year. That will then help to inform the Government’s priorities for the next rail investment strategy, for the period 2019 to 2024—control period 6.

[Mr Prisk]

I am grateful to the Minister for what he has said; he has been very helpful. I am waiting, as I am sure you are, Mr Deputy Speaker, for him to introduce a John Betjeman quote into the debate—literary man that he is—but before that, I am keen to learn more about the problem of unreliable or incomplete evidence resulting in subsequent decisions being open to challenge. None of us wants or needs that. We want clarity, evidence, good decisions and investment. Does he accept that there could be a real problem for the Department if the evidence were incomplete as a result of a poor route study, leading to subsequent decisions proving unreliable?

[Mr Hayes]

My hon. Friend must wait until the very last few lines of my speech—which I hope will be as poetic as Betjeman; they will certainly be as joyful as Lewis—when I will respond directly to that point.

We will set out options for upgrades until 2043, including the option for four-tracking the West Anglia main line, Crossrail 2 and increased services to and from Stansted airport. It seems inevitable to me that, ultimately, we will need to greatly increase the capacity of the line to keep pace with growing demand. Again, all responses to Network Rail’s consultation, which ends on 3 February next year, and all views on the longer-term funding priorities are very much encouraged.

My hon. Friend the Member for Hertford and Stortford made the following point, on which I wish to conclude. He said that the Government should act on the basis of clear and robust evidence, and called for a full feasibility study. That is a perfectly reasonable request. It is not in the script prepared for me by my civil servants, but if he is to be “Surprised by Joy”, they should be surprised, too, when I say that I am more than happy to invite him, my right hon. Friend the Member for Saffron Walden and other interested parties, including local authorities and the local business representatives, to the Department to discuss what that kind of study might look like. That proposal is perfectly compatible with the consultation we have described. Indeed, it would frame a response to the consultation, which would combine many of the points made in this short debate, so my final surprise is not to quote Betjeman, but hon. Members will recall, thinking of Christmas, the line:

“A cold coming we had of it”.

I end rather more warmly, in welcoming the chance to make that new commitment to my right hon. Friend and my hon. Friend, and to ensure that the pain is replaced by the joy of travel.

Question put and agreed to.

Roads in Sittingbourne and Sheppey

John Hayes Excerpts

Wednesday 26th November 2014 Westminster Hall

[The Minister of State, Department for Transport (Mr John Hayes)]

It is a pleasure to serve under your chairmanship in the Westminster Hall Chamber, Mr Chope, and to respond to the debate secured by my hon. Friend the Member for Sittingbourne and Sheppey (Gordon Henderson). Can there be a more diligent representative of his constituents’ interests than my hon. Friend? He has illustrated his concern, diligence and eloquence again today. I congratulate him on securing the debate and on all those virtues. The subject is of great importance to him, and he has emphasised that it was not the first time he had drawn it to the attention of the House.

My hon. Friend highlighted the issue of congestion on the major roads in his area, and he needs to know that I acknowledge that concern and recognise its consequences. It is vital for us all to understand the connection between good transport links and economic success. We have announced increased levels of funding to deliver improvements all around the trunk road network, targeted at supporting economic growth. Our commitment to deliver a step change in future investment in transport infrastructure was made clear by the Chancellor in his statement of 26 June last year, in which he announced the conclusions of the 2013 spending review: £28 billion is to be spent on enhancing and maintaining local and national roads. That sum includes £10.7 billion for major national road projects and £4.9 billion for local major projects, as well as some £12 billion for maintenance, with nearly £6 billion for repairs to local roads and £6 billion for maintenance of strategic roads, including the resurfacing of no less than 80% of the network.

I will attempt to deal with all the issues raised by my hon. Friend, because they all matter, but if I do not have time, I hope that he will agree that I may write to him, responding formally. I will refer to and be informed by the material prepared for me by my civil servants, but I will not feel constrained by it, because I want to respond specifically to a number of the points my hon. Friend made, including the vivid account of the disturbing events that punctuated and added power to the last part of his contribution.

It might be useful if I say a little more about the approach that we are taking, as that is the mechanism by which we will look at issues on roads such as the A249 and the M2 in the vicinity of Sittingbourne and Sheppey, including improvements to junctions on the M2, such as at junction 5, the Stockbury roundabout. The Highways Agency will produce a uniform set of strategies for the entire network, including the M2, A249 and M20, as part of the “Kent corridors to M25” route strategy. The strategies will establish outline operational and investment priorities for all routes on the strategic road network for the period up to March 2021 —and, by the way, give an indication of priorities beyond that date.

Last autumn, local enterprise partnerships, local authorities and other interested groups were invited to contribute to discussions about the current and future performance of the strategic road network to help identify particular concerns and priorities in their area. The stage 1 evidence reports were published in April and are available on the Highways Agency website. If Members who prefer a more traditional form of communication would like me to let them have those reports on plain, ordinary, everyday paper, I am happy to do so.

The Highways Agency and the Department are using that evidence to identify priority locations for future investment in the strategic road network. My hon. Friend will appreciate that although I am not in a position to say anything further today about the specific proposals emerging from those preliminary studies, they are being studied by the Department in the lead up to the autumn statement and will help to inform our road investment strategy, about which we will say a good deal more, not in months or even weeks, but in the coming days.

What I can say today relates to specific issues raised by my hon. Friend. I will start with the A249 Grovehurst junction. The junction has been improved in recent times, as he knows; nevertheless I make a commitment to him that the Highways Agency will continue to work with the local council, developers and local communities to assess the situation and bring forward, as necessary, any further improvements. I invite him to be a contributor to that process; indeed, this debate has been a catalyst for that further consideration.

Although the A249 Brielle way operates satisfactorily at the moment, I agree that, as the docks are regenerated, all parties, led by the Highways Agency, will need to consider carefully what further improvements, if any, are required to ensure that economic growth can occur and that local communities have safe, reliable access to their homes, schools and jobs. Once again, I invite my hon. Friend to contribute to that discussion. If we need to do more, we will.

I turn now to the A2500—how does one express that? What is the common parlance?

[Gordon Henderson]

We mix it up. Sometimes we call it the twenty-five hundred; sometimes it is the two thousand five hundred. The reason it is sometimes called the twenty-five hundred is because the A250 comes off the A249 and that was the only name it could have.

[Mr Hayes]

My hon. Friend has prevented me from making an important semantic error. I am grateful for his advice in that respect. I understand that the Cowstead Corner junction must be proving a frustration for motorists. It is indeed for Kent county council, as the local transport authority, to look at the junction and take a view as to whether there are any short or longer-term measures that can be taken to improve its safety. Nevertheless, as a result of his overtures, I have asked the Highways Agency to liaise with the county on the matter.

It is widely recognised that the condition and efficiency of the local road network are essential to economic growth. By their very nature, practically all journeys start or finish on local roads, and such roads are relied upon by local residents and businesses alike. In those terms, all roads are local.

As my hon. Friend will know, local road funding in the guise of integrated transport block funding is available to local transport authorities in England outside London, for small transport improvement projects such as road safety schemes, junction improvements and cycling infrastructure. The funding allows local authorities to ensure that their transport networks are kept in good condition, enabling them to improve road safety and stimulate local economies by reducing congestion and improving safety. Between 2011-12 and 2014-15, Kent county council will have received £39.4 million through that funding route and will receive an additional £41 million between 2015-16 and 2020-21.

Highways maintenance block funding is also given to local transport authorities in England outside London to improve carriageways, pavements and so forth. The funding allows local authorities to ensure their highway networks are kept in good condition, to improve road safety and to stimulate local economic growth by reducing damage to vehicles and goods. Between 2011-12 and 2014-15, Kent county council will have received £120 million for highways maintenance. The 2013 spending review commits to providing just under £6 billion to local highway authorities over the next six-year period. That equates to £976 million per year and highlights the Government’s commitment to the country’s most valuable public asset and to ensuring that our local highways are fit for purpose.

My hon. Friend will know that in July this year, as part of the long-term economic plan that is yielding such benefit not only to our economy but to the well-being of our people, the Government announced a series of local growth deals with local enterprise partnerships across England. Almost 80% of the £64 million allocated to the South East LEP for 2015-16 will go to a range of transport projects, including £2.5 million for a Sittingbourne town centre regeneration scheme. I know that he has been at the heart of the work done on that project; indeed, I am not absolutely certain that it would have occurred without his diligence and his campaigning work with other local representatives in that part of Kent. The work we will do there will be informed by local understanding. It is vital that all agencies are sensitive to local concerns. I invite him to make any representations he sees fit, through me, to the relevant agencies.

I turn now to the Sheppey crossing, with which my hon. Friend dealt in the last part of his remarks. I completely understand why he is raising the matter of the Sheppey bridge. My sympathies and condolences go out to those involved in the fog-related incident in September 2013 and the fatalities in July 2014.

I assure my hon. Friend that the Highways Agency is taking those incidents very seriously indeed. It has assisted with both of the police investigations and with the current coroner’s investigation. As he made clear, it would be inappropriate to say too much more about the specifics of those events before the investigations have been completed—I know he would not want me to do that. I can tell this Chamber that the Highways Agency is conducting its own internal reviews and is examining options for various potential improvements. He has long called for those improvements, and did so again today. However, it would be wrong to prejudice the police or the coroner’s findings by making any proposals public at this time. As he is aware, the Highways Agency has agreed to meet him and other interested parties as soon as is possible to discuss concerns and ideas and take matters forward as appropriate.

I will go a little further, if I may, not withstanding my caveat. I listened closely to what my hon. Friend said. He ended his remarks by saying that something must be done, and it occurs to me that more indeed is needed. I do not want to prejudge the detail, but it seems to me that the status quo is not an option.

Perhaps I can just say this: my hon. Friend has spoken about safety on the bridge. The account of the pile-up in 2013, with which he is fully familiar, leads me to believe, as he does, that the events that his constituent endured could have led to a similar incident. I do not want to over-dramatise, but given what he has told us today it seems important that we act very promptly indeed once the investigations are complete. I give him the undertaking that when they are complete, within a very short time—I suggest within 14 days—we will convene a meeting, with which he should be involved, and that from that meeting, again within a short time, we will produce some preliminary proposals. Those proposals will then need to be considered in some detail for their feasibility and cost-effectiveness, and we will want to engage the wider community as well, but it does not seem to me to be unreasonable to introduce a degree of alacrity into the process, given the powerful case he has made.

I have been clear in this all-too-brief contribution to the House’s affairs today that the Government are committed to, and have set out plans for, large-scale investments to improve both local and strategic road networks. I would go further, and say that this Government are taking a more considered, strategic, long-term and wide-ranging view of those kinds of investments than any of our predecessors. We have put together a strategy, looked at the feasibility of delivering it and put the money in place to back it, putting an end to the annualised funding and the piecemeal and reactive policies that—I say this without unnecessary contumely—may have characterised earlier Administrations. Both the forthcoming road investment strategy and the local growth fund provide opportunities for local partners to ensure that future transport needs are identified and that they reflect what is required locally. Once again, my hon. Friend has shown that not only does he have an insight into these matters, but he is truly the people’s champion in Sittingbourne and Sheppey.

Local Bus Services

John Hayes Excerpts

Wednesday 5th November 2014 Commons Chamber

[The Minister of State, Department for Transport (Mr John Hayes)]

As I survey the Labour Members, particularly those on the Opposition Front Bench, I do not do so in anger or even in sorrow; I do so in pity. I know that many Government Members will think that I am being too generous—they would like me to be more critical—but I would say that surely all but the hardest of hearts can see the Opposition’s pitiful past record, their pitiful performance and their pitiful prospects.

That brings me to the motion, which was moved and given life—I would not say that it was given light, but it was given life—by the shadow Secretary of State, the hon. Member for Wakefield (Mary Creagh). I have always liked her since she was a Back Bencher. I remember that in those days she still had promise.

The motion might have referred to the £930 million provided by this Government for concessionary travel entitlement every year. It could have referenced the Government’s £600 million local sustainable transport fund. It should have mentioned that bus fares in England have had an average annual increase of 1.51% under this Government compared with 2.25% each year under the previous Labour Government. It might even have mentioned that the Government funded more than 900 new low-carbon buses during our first two years compared with just 350 in the 13 years that Labour was in power.

[Mr Spencer]

Is the Minister aware that Labour-controlled Nottinghamshire county council is about to cut £720,000 from its bus budget? What impact will that have on people in north Nottinghamshire and the coalfields who are trying to get access to employment?

[Mr Hayes]

My hon. Friend will know that Nottinghamshire is dear to my heart; indeed, some would say that it is etched on my heart. He will know that the Trent Barton 141 bus, which runs between Sutton, Mansfield and Nottingham and stops at Blidworth, has been reduced, and that the N28 bus from Blidworth has a revised timetable and, outrageously, no longer stops at Newark hospital. Nottinghamshire county council—now under Labour control—has brought about that eventuality. Oh my goodness, how we look back with awe and regret at the passing of the benevolent county council controlled by the Conservatives under Mrs Kay Cutts, my former colleague on that council.

Benjamin Disraeli may have been prescient when he lamented

“how much easier it is to be critical than to be correct.”

In trying to be correct, the hon. Member for Cheltenham (Martin Horwood) did us a service. He made it absolutely clear that, directly contrary to what the motion indicates, bus occupancy has risen and passenger miles on local bus services are up, yet the motion is predicated on the very opposite assumption.

We fully understand that buses are essential to many of our fellow citizens. We are of course conscious of the difference they make to access to opportunity. The shadow Secretary of State was absolutely right about that. When I heard the hon. Member for North West Durham (Pat Glass) say that she lived in one world and I lived in another and that mine was the world of London, I thought she should come to South Holland in Lincolnshire because it could not be less like London. My rural constituents depend on buses to get to work, school or other facilities for their very well-being. The kind of people who depend on buses are those like my mother-in-law in Nottingham. She has never been able to drive and has used a bus all her life. Do not tell us that we do not know or understand. Not only do we represent people who rely on buses, but our families and friends rely on buses too.

[Robert Jenrick (Newark) (Con)]

Does my right hon. Friend agree that if the Opposition care so passionately about buses, they will encourage their colleagues on Labour-controlled Nottinghamshire county council, whom I am meeting next week, to reverse some of their striking cuts to rural bus services throughout my constituency and that of my hon. Friend the Member for Sherwood (Mr Spencer)? Those cuts are isolating people in rural areas, and they are finding it difficult to get to school and work—exactly the problems that Labour is trying to address.

[Mr Hayes]

I know that that Labour county council has cruelly cut the bus services to places such as Dunham-on-Trent, Egmanton and East Bridgford—villages that I know well and that are ably represented by my hon. Friend, who has made such a stunning impression since he was elected to this House. Buses are critical for people without access to a car. Some 49% of bus trips outside London are made by people with no access to a car—a point made by my hon. Friend the Member for Cleethorpes (Martin Vickers) and the Secretary of State, who spoke so ably at the beginning of the debate. A well-run bus service is crucial for older and disabled people, and I take on board comments from across the House about disability, and particularly about talking buses. I make a commitment to the shadow Minister that I will look again at that matter and do all I can to put right what is wrong, if further steps can be made.

The Government’s expenditure on buses reflects our commitment to them. In the 2013 spending review we protected bus spending until the end of the 2015-16 year, despite the pressure on public finances and tough economic times. Almost £1 billion has been spent this year on funding concessionary travel entitlement. Four rounds of the Green Bus fund have provided £89 million to support the purchase of 1,240 new low-carbon buses, and some £300 million in funding for major bus projects has been allocated in the past year.

I am almost embarrassed, Mr Deputy Speaker, to go on dismantling, deconstructing and demolishing the Opposition’s arguments. [Interruption.] Well, I did say “almost”. This year has seen the devolution of £40 million in bus service operators grant funding, which is now paid directly to local authorities rather than bus operators. Again, I hoped the Opposition would have welcomed that because it gives communities more control. As the Chancellor announced this week, in a move welcomed by some Manchester MPs, an elected mayor will be created in Manchester with strong powers in the city region, and they will—one hopes—be able to effect the sort of positive change that the Mayor of London has done for this great city. That is proper devolution, not mere rhetoric, and the Secretary of State described it as a massive and positive step to allow for a more integrated, co-ordinated transport strategy in the region.

I take the point made by the Chair of the Transport Committee that we need to look more closely at the integration of services—as various reports by that Committee have argued—and we hope that Manchester will be just the first of the major cities to take advantage of a greater devolution of powers.

Investment in technology, improved ticketing, new infrastructure, and concessionary travel—giving passengers more of what they want.

Let me conclude this debate in the spirit of Christian pity with which I began—I signal my conclusion so that the excitement can build as I move to my exciting peroration. I know that opposition can be a testing business and that there is a temptation to exaggerate. I appreciate that Opposition parties facing failure are likely to become less reasonable, but I cannot believe that Labour could not do better than the meandering hyperbole of this motion. It is a kitchen sink motion that has cracked and needs plunging. As the Minister responsible for maritime skills week, allow me to throw the Opposition a lifeline: don’t go down with the ill-fated captain on a sinking ship.

[Ms Rosie Winterton (Doncaster Central) (Lab)]

claimed to move the closure (Standing Order No. 36).

Question put forthwith, That the Question be now put.

Question agreed to.

Main Question accordingly put.

A5 Trunk Road (M42/M69)

John Hayes Excerpts

Tuesday 28th October 2014 Commons Chamber

[The Minister of State, Department for Transport (Mr John Hayes)]

I congratulate my hon. Friend the Member for Nuneaton (Mr Jones) on securing this debate on the A5 trunk road between the M42, junction 10 and the M69, junction 2. As has been said, he has been a tireless campaigner on the need for future investment in this road, and I recognise his continuing courageous determination in that respect. He has raised this issue on behalf of his constituents, local businesses and the local economy. C.S Lewis said that

“courage is not simply one of the virtues, but the form of every virtue at the testing point”.

My hon. Friend’s courage has been in evidence once again tonight in raising these matters.

This Government recognise the crucial role that transport infrastructure plays in facilitating growth across the country and creating a more balanced economy, but that alone would not be justification, of itself; I take the view, and have increasingly evangelised it in the Department and more widely, that improving transport is also about well-being, communal opportunity, individual chances to gain employment and new experiences, and good civil society. I see transport and communications in that broader perspective, which I know my hon. Friend shares. In connecting communities and in enabling people to access jobs, services and leisure, transport can play a vital role in regenerative efforts. That is why we have been determined to reverse the effects of the previous Administration’s neglect by securing significant levels of investment in our strategic road network.

All Governments make mistakes and all Governments do things well. As you know, Mr Deputy Speaker, I like to be generous in these matters, but one of the previous regime’s mistakes was to allow their approach to roads to be driven by the piecemeal, the ad hoc and the reactive. By contrast, this Government are taking a strategic, long-term, lateral view of the importance of investing in roads, which is why we have committed five-year funding to strategic road investment. Hon. Members will know that the detail of that investment in strategic transport infrastructure was set out by the Chancellor in last year’s spending review statement. The Treasury Command Paper “Investing in Britain’s future” set out that this Government will invest more than £28 billion in enhancements and maintenance of both national and local roads over the period up to 2020-21. That long-term vision, backed by funding, will build consistency and coherence into the approach we take to road development. It means that existing roads will be improved—we are resurfacing about 80% of the nation’s roads— and we will invest £10.7 billion in major national road projects, as well as £6 billion in the maintenance of strategic roads.

On the future investment in the strategic network, my hon. Friend will be aware that the Highways Agency is currently conducting its route strategy process. Route strategies will provide a smarter approach to investment planning across the network, through greater collaboration with local stakeholders to determine the nature, need and timing of those investments. The process has been hallmarked by two stages, the first of which has been completed. It identified performance issues on routes, future challenges and growth opportunities, taking full account of local priorities and aspirations, with the finalised evidence made available on 23 April. The second stage is well under way; utilising the evidence, we are establishing outline operational and investment priorities for all routes on the strategic road network, and we will take forward a programme of work to identify indicative solutions, which will cover operational, maintenance and, if appropriate, road improvement schemes to inform future investment plans.

[Mark Pawsey]

Will the Minister acknowledge the importance of the improvement of such roads to the road haulage industry—many of its firms are based in my constituency—and the important part that logistics plays in our national economy?

[Mr Hayes]

Indeed, and it was for that very reason that I met the representative body of road hauliers just last week, in the spirit that my hon. Friend personifies. In congratulating and applauding the work of my hon. Friend the Member for Nuneaton, I must also pay tribute to my hon. Friends the Members for Rugby (Mark Pawsey) and for Bosworth (David Tredinnick), who have been tireless campaigners in the defence of and, moreover, in their aspirations for their constituents. They have all taken a particular interest in the A5.

[Christopher Pincher (Tamworth) (Con)]

I am obliged to my right hon. Friend for giving way. May I say that, as a Transport Minister, he is also the people’s friend? In support of my hon. Friend the Member for Nuneaton (Mr Jones), may I pray in aid the A5, which is a very important route that my constituents use from the exit of the M42? One part of that exit, which is not dualled, is the exit going towards my hon. Friend’s constituency through north Warwickshire. The route is important for infrastructure and for my constituents. I urge the Minister to listen to what he says.

[Mr Hayes]

My hon. Friend follows in the tradition of his predecessor, Sir Robert Peel, who also represented Tamworth, in his determination to do what is right for those whom he serves. I prefer to be inspired by Disraeli, as perhaps my hon. Friend does too. None the less, that is an important tradition, and he makes, as always, a powerful argument in this Chamber.

The Government already recognise the importance of improving the A5. The Highways Agency pinch-point scheme for the M42 junction 10, which was completed earlier this year, along with the Highways Agency pinch- point scheme for the A5-A47 Longshoot and Dodwells junctions, which has recently started on site, are due to be completed by March 2015.

In addition, the MIRA enterprise zone, which is located adjacent to the A5 in Hinckley, was successful in securing regional growth funding with which it is providing A5 improvements. Those improvements include increasing the capacity at the A444 Red Gate junction as well as improving the access arrangements to the site itself. Those works are currently on site and are expected to be completed by March 2015.

Overall, these schemes show Government investment of around £15 million into improving this section of the A5. However, I recognise that my hon. Friend the Member for Nuneaton is concerned that the scale and potential economic and housing growth along the corridor will place increasing pressure on the A5 and that—he has made the case tonight—further investment in the route is necessary. To that end I commend the efforts made by—

[Mr Marcus Jones]

Will my right hon. Friend give way?

[Mr Hayes]

Let me finish what I was saying, as I am about to commend my hon. Friend and I know that he would not want to miss that.

I was about to say that I commend the efforts made to date by my hon. Friend, along with the relevant local stakeholders, to engage with the Highways Agency through its route strategy process. I recognise that concerns over the capacity of the A5 were raised by a number of local stakeholders during the Highways Agency’s route strategy stakeholder event, with a particular reference to the notable economic and housing development planned along the corridor.

[Mr Jones]

I thank my right hon. Friend for his kind words, which will, I am sure, be matched with action by him to support my constituents in relation to this important route. May I also impress on him the importance of consultation with the public in relation to any changes to the A5? Over many years, there have been lots of different reconfigurations, particularly at the Red Gate and Longshoot junctions, on which, unfortunately, my constituents have not been consulted. Many think that, as a result, they have not seen the best outcomes.

[Mr Hayes]

At this point, to the distress of my officials no doubt, I will detach myself from the prepared brief and say two things. First, if that is the case, then I will give this guarantee to the House tonight from this Dispatch Box that we will improve the way in which we engage with local stakeholders to ensure that any omission or error is not completed. Secondly, as my hon. Friend mentioned that the A5 was a Roman road, I will draw on G.K. Chesterton’s poem, “The Rolling English Road”. I am inspired by the following words. Chesterton talked about walking with

“clearer eyes and ears this path that wandereth.”

I assure my hon. Friend that with that clear sight, this listening Minister in this listening Government will ensure once again that local people’s views are taken fully into account.

[David Tredinnick]

rose—

[Mr Hayes]

I will give way briefly to my hon. Friend, because I want to then say some other exciting and exhilarating things.

[David Tredinnick]

I am not seeking a commendation such as that given to my hon. Friend the Member for Nuneaton.

There has been poor consultation on the Red Gate junction. If the Minister is going to put up barriers on these major roads, they will have to be concrete to make sure that no one can break through them when they are not supposed to.

[Mr Hayes]

I am mindful of what my hon. Friend says and I want to pay particular attention to those remarks and his earlier remarks if I have time in a few moments. He raised some important concerns that are particular but deserve full consideration.

As I say, I commend the partnership working between local authorities along the corridor, with the relevant Government departments, including the Highways Agency, and the efforts that have been undertaken recently to carry out an initial study of the potential substantive options for the route. My hon. Friend the Member for Nuneaton paid attention to that in his remarks. Although this is only an initial step, as he acknowledged, I understand that the embryonic work indicates that a very significant scheme to improve the full length of the route between the M42 and the M69 to dual carriageway standard may be an appropriate long-term option.

This proposal is being considered by the Highways Agency through the route strategy process. At this stage I cannot guarantee that funding further to progress the study work for such a solution to the A5 will be included in the upcoming roads investment strategy, but I will guarantee this evening that it will be actively considered, along with other proposals for the strategic network, and mindful of the remarks of my hon. Friend and other hon. Members who have fought this brave campaign, I will reinforce those concerns when I return to the Department tomorrow morning.

I want to say a particular word to my hon. Friend the Member for Bosworth, because he has raised some specific doubts about some of the road closures that have taken place. This is not the first time that he has raised them in the House. Again, his diligence speaks for itself. I want to give him this assurance. I understand that the road closures in their current format meet safety and access requirements and though the disruption is significant for some, I know he welcomes growth across the network. As a result of his intervention tonight, I will ask the Department to look again at the impact of those closures, what more the Highway Agency can do to make sure they are as minimal as they can be, and to take any further measures to ease problems that may arise from that disruption.

I said at the outset of the debate that my hon. Friend the Member for Nuneaton has done the House a service. It may be unconventional, but I take the view that Government policy should be framed and shaped through debates such as this. It is not sufficient for a Minister to stand here and not respond to hon. Members’ concerns, on whatever side of the Chamber they sit. I will ensure that in all the work we do as a Government, and our agencies do on our behalf, the considerations of hon. Members, representing and articulating as they do the concerns of the people they serve, are at the very heart of what the Government do.

C. S. Lewis also said:

“You are never too old to set another goal or to dream a new dream.”

I know that my hon. Friend’s goal, and that of other hon. Members, is that the A5 serves its purpose in delivering the well-being that I described and fuelling the economic growth that we all seek. This debate has taken that dream one step further.

Question put and agreed to.

Infrastructure Bill (Roads Reform Elements)

John Hayes Excerpts

Tuesday 28th October 2014 Written Statements

[The Minister of State, Department for Transport (Mr John Hayes)]

In June 2014, following the introduction of the Infrastructure Bill, which contains legislative proposals on transforming the Highways Agency into a Government-owned strategic highways company, the Government published a suite of documents that set out further details of the key elements that together will form a cohesive and robust governance framework for the new company.

These documents explained how the governance regime for the new company would allow it the autonomy and flexibility to operate, manage and enhance the network on a day-to-day basis and deliver more efficiently, while ensuring it acts transparently, remains accountable to Government, road users and taxpayers, and continues to run the network in the public interest.

Today, I am publishing a new document, “Transparency for Roads”, setting out the respective roles of the new monitor and watchdog, who will monitor and improve the performance and efficiency of the company and represent the interests of road users. As a result of this, the management of the strategic road network will be more transparent and accountable than it has ever been before.

These roles will be performed by the Office of Rail Regulation and Passenger Focus respectively, the latter of which expects to change its name to Transport Focus to better reflect its intended wider remit. To ensure that its continued role in rail, as well as its proposed expanded role in roads is understood by passengers and road users, Transport Focus will work under two sub-brands “Transport Focus—Passengers” and “Transport Focus—Road Users”.

Following further refinement, I am also publishing updated versions of:

“Transforming our strategic roads—a summary”, an introduction to roads reform that summarises the reasons for change, what this involves, how the new regime will work and the benefits the change will deliver for road users and the nation as a whole—with additional information about roles and responsibilities in the system of governance for the new company, and how this system will ensure the company fulfils important obligations on issues such as safety, the environment and co-operation with others; and

“Strategic Highways Company: draft Licence”, which indicates the manner in which the Secretary of State proposes to issue binding statutory directions and guidance to the new company, setting objectives and conditions around how the company must act—updated to reflect further development work carried out over the summer, particularly with regard to safety and the environment, as well as co-operation, asset management and research, and the processes for setting and varying a road investment strategy.

These take into account proposed Government amendments tabled to the Infrastructure Bill to ensure that, in setting or varying the RIS, the Secretary of State has regard to road user safety and the environment, and that appropriate consultation takes place, and also to strengthen role of the monitor, giving it the ability to carry out independent enforcement activity if the company fails to deliver.

Taken together with the measures in part 1 of the Infrastructure Bill, the proposed governance regime will provide a strong, certain framework for managing our roads. It will strengthen accountability, drive efficiency, increase transparency and create far more certain conditions for investment, enabling the supply chain to gear up for the Government’s ambitious plans for the future. This will support the economy, promote jobs and skills and ultimately transform the quality of our national infrastructure and the quality of service for road users. We look to move to the new model with minimal disruption.

As the Bill remains subject to parliamentary approval, these documents remain subject to change.

A copy of each of these documents will be placed in the Libraries of both Houses and will be made available at: https://www.gov.uk/government/collections/roads-reform

Further information on the Infrastructure Bill is available at:

https://www.gov.uk/government/news/infrastructure-bill

Oral Answers to Questions

John Hayes Excerpts

Thursday 23rd October 2014 Commons Chamber

[Jeremy Lefroy (Stafford) (Con)]

6. What steps he is taking to relieve congestion on roads.

[The Minister of State, Department for Transport (Mr John Hayes)]

The Government have an ambitious strategy for tackling congestion and improving performance on our roads, as I think the whole House would acknowledge. This autumn we will set out our plans for a road investment strategy, with £24 billion to be spent on strategic roads up to 2021. For local roads, £7.4 billion will be spent in the next Parliament, and £1.5 billion funding from the local growth fund will bring forward vital schemes.

[Sir Nicholas Soames]

My right hon. Friend may well have an ambitious strategy, but it does not go as far as Mid Sussex. Is he aware that particularly in the towns of Haywards Heath and East Grinstead there have been frankly intolerable delays owing to works by the utilities? I want him to take a much, much tougher line with the utilities on how they handle traffic management so that they cease destroying the trading opportunities of towns that are trying to make much better of themselves.

[Mr Hayes]

As my right hon. Friend knows, I was in Sussex only last week looking at these very matters. There is no end to my strategic ambitions— geographically or in any other way. He is absolutely right that we need to take a tough line in ensuring that schemes do not have undesirable or unintended consequences. I will certainly look very closely at the circumstances he describes, and he can be absolutely certain of my toughness.

[Jeremy Lefroy]

The pinch point fund is an excellent and cost-effective way of assisting with schemes such as the Blackheath lane roundabout in my constituency, and I urge my right hon. Friend to continue with it. However, there are even cheaper ways of reducing congestion, such as traffic light re-phasing and, as my right hon. Friend the Member for Mid Sussex (Sir Nicholas Soames) said, proper co-ordination of road works. Will the Minister also consider requiring local highway authorities to publish weekly information on delays caused by congestion in their areas in order to give them an incentive to do something about it and to give drivers the information they need to plan their journeys?

[Mr Hayes]

My hon. Friend will know that Staffordshire has been provided with local pinch point funding of £4.8 million to support three schemes: the Beacon business park growth point in Stafford, which was completed on 20 June 2014; the A50 to Alton growth corridor, which is due to be completed in March 2016; and the Gungate north-south link road in Tamworth, which is due for completion in March 2015. His idea of weekly reports is innovative and interesting, and I am more than happy to take it back to the Department. Once again, he has shown that he brings to this House fresh thinking that is most welcome.

[Mark Lazarowicz (Edinburgh North and Leith) (Lab/Co-op)]

Last week we had an excellent debate in the House on cycling. It was so good, in fact, that the right hon. Member for Mid Sussex (Sir Nicholas Soames) said he was going to take up cycling, which we look forward to seeing. One of the benefits of cycling is that for every driver who moves on to a cycle, less road space is taken up. How much of the £100 million that the Minister has announced for new roads will benefit cycling?

[Mr Hayes]

It is a hallmark of this Government that we have taken cycling as seriously as we have, and that is in no small measure due to the work of the Under-Secretary, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill). All new road schemes must take account of cycling provision, and, although I am never unnecessarily partisan in this Chamber, as you know, Mr Speaker, I am not sure that previous Governments could have claimed that.

[Richard Burden (Birmingham, Northfield) (Lab)]

I welcome the Minister to his role. Congestion is, as we have heard, all too often made worse by the poor state of local roads. The Local Government Association has warned of a road maintenance “time bomb”. The Minister may think that everything is going swimmingly well, with funding competitions, which pre-date him, that rob Peter to pay Paul, but when the Public Accounts Committee says that it is

“very frustrating that the Department for Transport still has not got a grip on how it funds road maintenance”,

one might think that he would listen, so why will he not?

[Mr Hayes]

I always take that kind of analysis and scrutiny seriously. This Government are going to resurface 80% of roads, because we acknowledge the hon. Gentleman’s point about the effect of road condition on congestion. This Government are taking a more strategic approach, putting their money where their mouth is and listening to the kinds of arguments the hon. Gentleman has amplified.

--- Later in debate ---

[Mr Laurence Robertson (Tewkesbury) (Con)]

5. What progress he has made on improvements to the A417 and A419 at Nettleton Bottom and Crickley Hill; and if he will make a statement.

[The Minister of State, Department for Transport (Mr John Hayes)]

The Highways Agency is preparing a route strategy for the midlands to Wales and Gloucestershire. This includes the A417 at Nettleton Bottom and Crickley Hill, which is part of the section of the road identified as a key challenge on the route. Current options are being assessed, including major improvements, to produce an indicative business case as the basis on which to prioritise investment from 2015. I will press the Highways Agency to provide its assessments so that I can make decisions on this as soon as possible.

[Mr Robertson]

I thank the Minister for that response. He will be aware that the Secretary of State recently visited the area called “the missing link” and saw for himself the difficulties and dangers of that road. I know that my right hon. Friend is a very caring and a very competent Minister, and he will be very saddened indeed by the news of yet another death on that road less than two weeks ago. Will he therefore do everything in his power to bring about a solution for this congested and very dangerous stretch of road?

[Mr Hayes]

Yes, I had indeed heard about that fatality, and I obviously offer my commiserations and condolences to all concerned. My hon. Friend has been consistent in this campaign. In July, he asked the Under-Secretary, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill), a very similar question. I know that he has prioritised improvements to the road. I will look closely at the matter again, and we will do our very best for him.

[Mr Nicholas Brown (Newcastle upon Tyne East) (Lab)]

rose—

--- Later in debate ---

[Geoffrey Clifton-Brown (The Cotswolds) (Con)]

Nettleton Bottom happens to be in the constituency of my hon. Friend the Member for Tewkesbury (Mr Robertson) and in mine. May I therefore reinforce what my hon. Friend has so adroitly put to the Minister? The recent fatality—I send my sympathy to the family—is the eighth since this time last year. This road is in desperate need of refurbishment.

[Mr Hayes]

I do understand that the death toll on this road is continuing to rise, and I also understand the delays that travellers are enduring as a result of congestion. I know that my hon. Friend has previously made this case, as has my hon. Friend the Member for Tewkesbury (Mr Robertson). The Department is conscious of that and of the need to do more across a whole range of roads, but he can be assured that the powerful case they have both made will not fall on deaf ears.

[Sheila Gilmore (Edinburgh East) (Lab)]

7. How many of the shortlisted bidders for the inter-city east coast franchise are wholly or partly foreign-owned.

--- Later in debate ---

[Mr Nicholas Brown (Newcastle upon Tyne East) (Lab)]

T8. What are the Minister’s proposals for the future structures of trust ports?

[The Minister of State, Department for Transport (Mr John Hayes)]

The right hon. Gentleman will know that trust ports are an important part of our ports sector. They have no shareholders and plough their profits back into the port for the benefit of stakeholders. Since the modernisation of trust port guidance was published in 2009 a lot of work has been done, but I think it is time to re-evaluate the current effectiveness of trust ports and to update our guidance. A trust port study is therefore being undertaken to look at these matters. Officials are working closely with trust ports to that effect.

[Mr Speaker]

I am sure copies will be placed subsequently in the Library, preferably signed by the right hon. Gentleman.

--- Later in debate ---

[Charlie Elphicke (Dover) (Con)]

T5. I thank the ports Minister for visiting the trust port of Dover last week. It was great to have a people’s Minister come to see the rise of a people’s port at Dover. Does he agree that community directors should be appointed by the community to deliver for the community?

[Mr Hayes]

It is generous of my hon. Friend to describe me as the people’s champion. I have never sought acclamation, but it would be negligent not to step up to the mark. I was delighted to visit Dover last week, to see once again the white cliffs and to be reminded of this

“precious stone set in the silver sea”.

He is right that the link between the port and the community is vital, and community directors are critical to that. I share his view about the importance of investment in linking the port to the town, particularly in the western dock, and about the significance of community directors. He has my full support, as does the port.

[Mr Speaker]

I hope that Dover also enjoyed the right hon. Gentleman.

--- Later in debate ---

[Mr Hayes]

Few are greater champions of rural roads than my hon. Friend, and he knows that I share his passion in that respect, particularly in Lincolnshire. I will happily organise a meeting between the county council, him and myself to take up the very matters he describes.

[Several hon. Members]

rose—

Commissioners of Irish Lights

John Hayes Excerpts

Thursday 16th October 2014 Written Statements

[The Minister of State, Department for Transport (Mr John Hayes)]

The three general lighthouse authorities (GLAs) for the United Kingdom and Ireland provide an essential service for mariners through the deployment of coastal aids to navigation and the inspection of harbour lights. Their work is financed through light dues levied on ships using UK and Irish ports and paid into the General Lighthouse Fund (GLF). Since 2010 the UK Government have been committed to reducing this cost to the shipping industry in partnership with the GLAs.

Increasing collaborative working among the GLAs continues to bear fruit. They have recently awarded a £13 million seven year contract for the provision of helicopter services to cover all three GLAs. The new contract will commence in December 2015 and will deliver significant savings of around £7.9 million to the GLF.

Tri-GLA operations are supported by the UK and Irish Governments, but the shipping industry has expressed concern in recent years that the costs of the Commissioners of Irish Lights’ (CIL) operations in the Republic of Ireland should be met fully from Irish sources. In 2010, the two Governments committed to a process of enabling CIL to increase its revenue from Irish sources with the expectation of achieving full self-financing of its activities in the Republic by 2015-16.

The agreement was subject to CIL’s pension liabilities being addressed. This criterion was met on 1 April 2014 when the pension schemes of all three GLAs were transferred to the UK’s Principal Civil Service Pension Scheme (6 March 2014, Official Report, vol.576, columns 64WS- 65WS). Furthermore, since the 2010 agreement, CIL has reduced its costs by an impressive 31%, while simultaneously increasing commercial income. Fully concluding the 2010 agreement now relies on increasing light dues income in Ireland.

To do this, the UK and Irish Governments have agreed to ensure that ships pay light dues at the rate applicable at the first port where they become liable. Ships liable to pay the higher light dues rate in Ireland will have to do so and the option for ships which call in the UK and Ireland to buy multiple light dues certificates in advance will be withdrawn. As now, once ships have made a light dues payment, they will be exempt from further payments when calling at ports in both the UK and Ireland for the following month.

In addition, the Irish Government confirmed their continuing support for CIL by increasing their financial contribution. These arrangements are subject to a trial period of three years from April 2015 so that their cost-effectiveness and sustainability can be monitored. Any changes required after that period will maintain the principles of the 2010 agreement.

Transport in the North-East

John Hayes Excerpts

Wednesday 15th October 2014 Westminster Hall

[Helen Goodman (Bishop Auckland) (Lab)]

It is a great pleasure to serve under your chairmanship, Mr Caton. I congratulate my hon. Friend the Member for Houghton and Sunderland South (Bridget Phillipson) on securing this very important debate. Transport in the north-east has a massive impact on the economic prospects of the region, as well as on the quality of life of all our constituents.

The transport infrastructure in the north-east is in an abysmal state. It is the only region of the country that is not connected to the rest of the nation by a motorway. Going north to Scotland, the road is in some cases a single carriageway. Going south through Yorkshire, the last Labour Government had a scheme for widening the stretch between Leeming and Barton. This Government put it off, then brought it back. The delay means that we will not get the widening scheme till 2017.

Looking from east to west, as the hon. Member for Hexham (Guy Opperman) said, we have the same problem on the A66. If the Minister is not interested in what Labour Members from the north-east say, I hope that he is listening to the hon. Member for Penrith and The Border (Rory Stewart), who is also concerned about the state of the A66. It means that an exporter in Middlesbrough who wants to sell something to a person in Liverpool has to send their lorries through a 30-mph zone, through the suburbs of Darlington. This is no way to run an economy.

Some people were rather shocked to discover that dualling the A1 to Berwick would cost £42 million, but the fact is that this Government are perfectly able to give the Mayor of London a £1 billion guarantee to extend the tube from Victoria to Battersea—a journey of a mere two miles—yet, when it comes to our region, the settlements are totally inadequate. When the Chancellor of the Exchequer switched money from public services to capital infrastructure in 2011, we got a grand total of 0.1% of the capital. That is completely inadequate, and I want to know what the Minister will do about the state of these major route arteries. The answer that I had from him to a parliamentary question was completely uninformative. I hope that today he will say a little more.

I concur entirely with the comments from colleagues about bad experiences. There are people in my constituency who are offered jobs but have to turn them down because they simply could not get to work. There are villages where there is only one bus a day. Evenwood, Cockfield, Ramshaw, Woodland, Lynesack, Copley and Softley are all phenomenally badly served because the Government cut the bus grant.

[The Minister of State, Department for Transport (Mr John Hayes)]

For the benefit of my summing-up, I just want to be clear. The hon. Lady said that she completely concurred. Does she completely concur with the hon. Member for Houghton and Sunderland South (Bridget Phillipson), who introduced the debate, or with the hon. Member for North Durham (Mr Jones), who made criticisms? I did not understand what she was concurring with.

[Helen Goodman]

I am concurring with the comments about the abysmal state of the service. That is what I am agreeing with. It is terrible, dreadful and completely unacceptable, and it obviously needs more money put into it—money that this Government have taken away.

There is a similar problem with potholes. Durham county council did a survey and found that the cost of mending the potholes on the unadopted roads in our county would come to £600 million. Obviously that cannot be done overnight, but this Government have cut Durham’s Government grant by 40%, so we are now going backwards, not forwards. The Minister may think, “Oh well, what do potholes matter?” Potholes do matter, because they mean that people get mud in their houses. Women have to clean their carpets totally unnecessarily. There are big holes in the streets. They flood. [Interruption.] They flood, and water gets into the house. The whole thing is like something from an 18th-century painting. It is completely unacceptable.

Finally, I want to say something about airports —my hon. Friend the Member for North Durham (Mr Jones) has tempted me to do so. I am not in favour of a third runway at Heathrow. I think that we need to bolster the regional airports instead. That seems to me to be a much better idea. It would be better for us and better for London. Will the Minister do something about restoring the London link, either to London Heathrow or to London Gatwick, from Durham Tees Valley airport? Will he address that with the Civil Aviation Authority?

--- Later in debate ---

[The Minister of State, Department for Transport (Mr John Hayes)]

It is a pleasure to serve under your chairmanship, Mr Caton. I congratulate the hon. Member for Houghton and Sunderland South (Bridget Phillipson) on securing this debate. Like the shadow Minister, I will resist taking interventions, not because I do not like to take them, but because I want to cover as much ground as possible. If there are any matters that I cannot address, I will write to hon. Members. Specific issues have been raised on particular schemes in particular constituencies, and people deserve a serious response.

I acknowledge three or four of the core points that have emerged across the speeches in this debate. First, transport serves economic interests, but it has a bigger function, too. Transport serves well-being and is critical to communications because it allows people to get to opportunities. If we restrict transport, we restrict opportunity, which is a point that has emerged on both sides of the Chamber during our short debate today. I will not use the text that has been prepared for me by civil servants, because as hon. Members know, I like to speak my mind and respond to debates properly.

[Mr Iain Wright]

Your officials look frightened.

[Mr Hayes]

This Chamber knows how I behave as a Minister, and my officials too are used to how I work.

The second point that has emerged from this debate is that, when serving well-being in the way that I have described, one needs to take a lateral, holistic approach. As the hon. Member for North Durham (Mr Jones) said, when people travel it is not easy to define boundaries. Different people travel to different places for different purposes at different times and by different means. For that reason, we have to consider transport in the round. We have to consider how bus travel interfaces with rail travel, and how investment in roads will affect other modes of transport. That is a challenge for any Government, because the shadow Minister is right that Governments tend to work in silos, and Departments do, too. I am the antithesis of a silo, as he knows, because I have a broad vision but a laser-like focus.

My laser-like focus is on the north-east, which I know well, although not as well as most people in this Chamber because I do not represent a north-east constituency. I regularly travel to the north-east using the A1. People who know me well will know that I am often in Northumberland, so I know the difficulties of getting to the north-east by road. One thinks of the A1 north of Newcastle, which has been mentioned in this debate and in previous debates. One thinks of the congestion around the west side of Newcastle. I was delighted to turn the first sod on the improvements we are making between Coalhouse and the junction to its north, which will not only allow local traffic to use the road but allow better throughput for those travelling further north. That scheme had been long called for.

I recognise that the connection between the north-east and the rest of the country is vital for economic purposes, as well as for well-being. I also recognise that that requires us to think carefully about the specific challenges in that part of the country. Members of Parliament for the north-east have made it clear that they see the particularity of their needs as being central to the concerns that I need to consider.

I am surprised that the shadow Minister has been untypically ungenerous about this, because that is not his normal style, but the Government can rightly claim to have taken a more strategic approach to road investment. As he knows, we have committed funding for a five-year period, rather than the stop-start funding that characterised the previous Administration. I am not generally one of those people who demonise earlier Governments, but one of the features of the previous Government was that they did not have as consistent a commitment to road investment as the current Government.

As the shadow Minister knows, and frankly the facts speak for themselves, we are making further investments. Some £24 billion will be invested in this Parliament and the next, comprising 54 new national road projects. Eighty per cent. of our roads will be resurfaced. There will be 750 extra lanes of smart motorways. As he knows, more than £17 billion will be invested in the next spending round, including £10.7 billion for major projects and £6 billion for maintenance and resurfacing.

The hon. Member for Houghton and Sunderland South made a spirited case for improving bus journeys. I do not want to get too involved in this familiar dispute, but the hon. Lady powerfully defended rural interests, echoing the sentiments of my hon. Friends the Members for Stockton South (James Wharton) and for Hexham (Guy Opperman), who are great champions of the interests of rural communities and fully understand that good transport enables such communities to access neighbouring places. There is clearly a major dispute in the Labour party, and it is not for me to comment on that, but as the hon. Lady knows, it is a matter for local determination. The Transport Act 2000 makes it clear that local authorities can make a decision in tune with local interests. It is not for me to get involved in such decisions. I assure her that I appreciate and understand the importance of bus travel, and I recognise that buses are vital for some of the people she described, who would otherwise be entirely isolated, and she has a long pedigree of saying so. Before coming to this debate, I checked her many contributions on this subject. Indeed, she spoke in this Chamber earlier this year about bus travel and its importance to her constituents. Although I will not get involved in that dispute, or indeed in that decision, the Government and I recognise the significance of bus travel. We will happily take further some of the suggestions that have been made in this debate about how we can further enhance what we do to support access to travel.

A number of hon. Members have talked about rail. I have mentioned that I regularly travel to the north-east, and I use the east coast main line. I get on the train in a rather more southerly place than many of the hon. Members in this Chamber, but I know the line well. People are concerned about the franchise, and I gather from what the hon. Member for Hartlepool (Mr Wright) and others have said that people are also concerned about the rolling stock. I will look at the rolling stock and whether it is part of the franchise, and I will respond to him on that specific point following today’s debate. He is right that detaching considerations about rolling stock from the broader considerations about the franchise would be an error.

We have also heard about Network Rail’s £530 million northern hub programme, the electrification of routes to the north-west, the north TransPennine line and other enhancements. All of that is evidence that the Government take the north of England, and travel to the north of England, very seriously. I entirely understand that it is a mistake to see such things in isolation, and my hon. Friend the Member for Stockton South, the hon. Member for North Durham and others have talked about taking a bigger view of transport. Of course every journey, by its nature, is local, but to see it in only those terms, without considering the whole of the north and the relationship between the north and the south, would be an error. We are also investing in stations. As the hon. Member for Newcastle upon Tyne Central (Chi Onwurah) knows, funding from Network Rail and the regional growth fund is supporting a scheme that has not only transformed Newcastle station, which is a magnificent station that I know well—

[Martin Caton (in the Chair)]

Order. I am sorry to interrupt, but we now need to move on to our next debate.

Isle of Wight (Ferries)

John Hayes Excerpts

Monday 13th October 2014 Commons Chamber

[The Minister of State, Department for Transport (Mr John Hayes)]

Donne said that

“No man is an island”,

but can there be a Member of this House who is more for and of the people he represents than my hon. Friend the Member for Isle of Wight (Mr Turner), who so admirably and with such dedication advances the case of the island people of his home? You know as well as I do, Mr Speaker, that one should not be a captive of the ordinary, and my hon. Friend is extraordinary in his dedication to this subject, which he has taken up on many occasions. He met me recently to take the case further, and he has secured this debate, on which I congratulate him.

Moving reluctantly from the metaphysical to the literal, it is my duty in the short time available to avail the House of a variety of facts relating to the case my hon. Friend has made. The essence of his argument—which he described tellingly as an imaginative solution to the island’s problems—seems to me to be absolutely right. I know that he has worked very hard for many years on behalf of his constituents in raising concerns about cross-Solent issues. He did so with my predecessors—my hon. Friend the Member for Wimbledon (Stephen Hammond) and my right hon. Friend the Member for Hemel Hempstead (Mike Penning)—as well as with the ferry operators. He has worked hard behind the scenes, as well as in his public activities, to ensure that his constituents’ concerns are raised. His persistence, dedication and continued work are most welcome and have, of course, led to today’s debate.

Ships and ports are vital to the economic well-being of this island nation, and so much of this country’s trade—95% by volume—arrives or departs by sea. That is doubly so for our island communities, of which the Isle of Wight is the largest and most populous, as my hon. Friend has said. Ferries are vital to the island, not only for those who work on the mainland each and every day, but for all the island’s residents, as they are the only means for goods to reach the shops and for products to be exported.

The three ferry operators—Red Funnel, Wightlink and Hovertravel—are clearly well used, with nearly 9 million journeys each year between Hampshire and the island across six routes. That is nearly 25,000 journeys a day on roughly 200 sailings to and from the island.

It was not until I was preparing for tonight’s debate that I realised the long history of the Red Funnel services, which go back nearly 200 years. The company that operated the Isle of Wight Royal Mail Steam Packet Company began those journeys from the island to Southampton and back in 1820. Hovertravel is the world’s longest-running hovercraft service: it was established in 1965 and is currently the only scheduled passenger hovercraft service in Europe. That shows the long history of innovation among those serving the needs of the Isle of Wight’s inhabitants.

Those innovations were by commercial operators, and decisions on the service levels today have to be for the three individual commercial ferry operators to make, without Government support. Similarly, the level of fares is also a commercial matter, although I hear what my hon. Friend says: I understand his concern about the impact that fares have both on his constituents and on visitors to the island. Through the use of season tickets and discounts for island residents, fares can be less expensive. I shall come in a moment to my hon. Friend’s other, broader ideas about how costs can be driven down.

As with railway services, those who wish to turn up and go will find their tickets more expensive than those bought in advance. That means that fares on some services may be more expensive than on others, which is to the detriment of those who are unable to be flexible on the timing of their journeys or who are unable to book in advance.

My hon. Friend referred specifically to the 2009 report by the Office of Fair Trading, which was replaced by the Competition and Markets Authority in April when the OFT was merged with the Competition Commission. The report summarised and its press notice concluded:

“The OFT’s study found limited evidence of problems for consumers that interventions in this market could address, but found room for improvement both in customer satisfaction levels and the amount of information available to users on the performance of the ferry operators”.

I understand that both Red Funnel and Wightlink provide information on their websites on service performance and customer satisfaction. I would hope that they and Hovertravel will continue to improve the information provided to their users. That is vital if more people are going to take advantage of the discounts I mentioned a moment ago and, therefore, avoid the higher fares.

Establishing user groups, as Wightlink has done with its two ferry user groups, can allow company managers to understand better the concerns of their customers and what impact changes to services and facilities will have on them. It is important that such opportunities are used.

There are improvements in the pipeline. In July, as part of the local growth funding, the Solent local enterprise partnership included £15 million of funding to modernise the Red Funnel terminals in East Cowes and Southampton. Part of that—£6 million—will be available in 2015-16 and it will be matched by Red Funnel investing £15 million to refurbish its fleet. That will allow the ferry terminals to be moved, which in turn will allow important regeneration schemes for East Cowes and Southampton royal pier to proceed. For East Cowes, this will allow for 550 new homes and provide 48,700 square metres of business space. It is an important development for the island, to ensure economic growth as well as provide much needed housing. I spoke about that to my hon. Friend when we met recently.

My hon. Friend mentioned the Isle of Wight Better Ferry campaign, which seeks a fairer and more flexible ferry service for the island through the community working with ferry operators to improve efficiency, flexibility and good connections at fair prices. That is part of a bigger campaign to get Isle of Wight council to develop a plan for building infrastructure for all transport on the island. Hence his proposal for a taskforce to review the whole of the island’s transport infrastructure, look at what is needed and identify a solution.

[Mr Andrew Turner]

Will my right hon. Friend encourage members of the public and businesses such as Red Funnel, Wightlink and Hovertravel, as well as the council, to look at the issues as soon as possible?

[Mr Hayes]

I want to go a lot further than that, because my hon. Friend has made a persuasive case tonight. If Adjournment debates mean anything, they mean Members influencing how the Government do their business, as I know you would acknowledge, Mr Speaker. It would be helpful for me to meet my hon. Friend, the different ferry operators and perhaps other interested parties, such as the local council, to hear at first hand the challenges that they face and to encourage their participation in exactly the kind of holistic review of transport infrastructure that, as I know, is so dear to his heart.

It would be my pleasure to host the review, which should work, where appropriate, with bus and train operators to co-ordinate departures and arrivals of services to facilitate journeys, and should consider the long-term transport needs of the island’s residents and visitors. It would have to be done with a bottom-up approach, led by those who know best—those who deliver the services and those who know the needs of the island—but if we can act as a facilitator or co-ordinator, I will be delighted to do so.

My hon. Friend has done a great service to the House by drawing its attention to the kind of imaginative approach that he outlined and which I have endorsed. The Government very much support such an approach. As he knows, we have adopted it with local enterprise partnerships, which bring together local authorities and businesses to agree infrastructure priorities in their area for which they can bid for local growth fund resources. It is only by working together that businesses and local government can ensure that funding decisions made by central Government have the relevant impact in meeting local peoples’ needs. That is precisely what my hon. Friend has epitomised—indeed, one might say which he personified —in his helpful contribution.

I have no desire to delay the House unduly, but I must suggest that my hon. Friend work closely with the Isle of Wight council—he mentioned this himself—to establish a team or what we might call a taskforce to prepare the terms of reference so that we can begin to put together the plan that he outlined to me briefly in private and has now described to the House.

As my hon. Friend spoke tonight, I thought of Dryden, as I am sure you did too, Mr Speaker. Dryden said:

“Fairest Isle, all isles excelling,

Seat of pleasures, and of loves;

Venus here will choose her dwelling,

And forsake her Cyprian groves.”

I do not think that Dryden was speaking of the Isle of Wight, but he might well have been. In bringing these matters to the House’s attention, my hon. Friend has not only won my support for the concept of examining them in a more rounded way, but done a great service to his constituents, once again confirming himself as the lord of his isle.

Question put and agreed to.