Retained EU Law (Revocation and Reform) Bill

Debate between Jonathan Reynolds and Andrew Jones

Wednesday 24th May 2023 Commons Chamber

[Jonathan Reynolds]

Not right honourable yet.

[Andrew Jones]

I beg the hon. Gentleman’s pardon.

As our Committee is gearing up for the consideration, may I point out that the Labour party has not taken up its places? We regularly meet when there is no Labour representation. We publish our attendance records, and I have just been looking at one of them. I see “zero attendance, zero attendance, zero attendance”. I fully recognise that it is not easy for colleagues to get to every event, and there are many reasons why Labour members of the Committee cannot always join us. I am not criticising those who have been nominated, because they have other things to do, and indeed we have gone out of our way to highlight that in the attendance records. We have gone as far as to say that

“committee members have other duties in the House…They may have commitments”

and so on. However, if colleagues cannot join us for a prolonged period, it may be wiser for the Labour party to nominate others who can attend, and could have attended over the several years for which we have been sitting. I do not think it reasonable for Labour Members to complain about a lack of scrutiny and then not take up the scrutiny places that are theirs.

We expect the Committee to be busy. We have been given an indication that the instruments will start to flow through to us very shortly after the Bill has completed its democratic journey here, and I look forward to continuing the work that we have done in ensuring that the correct scrutiny is provided.

Oral Answers to Questions

Debate between Jonathan Reynolds and Andrew Jones

Tuesday 18th July 2017 Commons Chamber

[Jonathan Reynolds (Stalybridge and Hyde) (Lab/Co-op)]

Private investment thrives on stability, but we have a Cabinet in a state of anarchy when it comes to the terms of our exit from the European Union. Do the Government agree with Labour Members that an early announcement on transitional arrangements is therefore essential? If the Minister does agree with that, will he tell us the Government’s position on the latest date such arrangements could be announced—or are we more likely to see a transitional Chancellor than a transitional deal?

[Andrew Jones]

I am not going to speculate on the negotiations, as that would be way above my pay grade. I just refer the hon. Gentleman to the Chancellor’s answer a moment ago on the merits of a Brexit deal that secures our economic future.

Oral Answers to Questions

Debate between Jonathan Reynolds and Andrew Jones

Thursday 30th March 2017 Commons Chamber

[Andrew Jones]

My right hon. Friend is actually in China, rather than delayed around Newark. I am happy to look into the issues raised by my hon. Friend.

[Jonathan Reynolds (Stalybridge and Hyde) (Lab/Co-op)]

Anyone who has ever driven between the great cities of Sheffield and Manchester will have undoubtedly been caught in congestion in the Longdendale area of my constituency. The first public inquiry into a solution took place in 1967, and in the seven years I have been the MP for the area I have raised the matter repeatedly, so I am pleased that the consultation on a bypass route is now open as part of the trans-Pennine upgrade programme. Will the Minister join my constituents in getting involved and getting the route sorted?

[Andrew Jones]

I have met the hon. Gentleman and been to see the particular problems in his area, and I agree that they are acute. I urge everybody to participate in the consultation. Let us try to get the problem finally solved.

Bus Services Bill [Lords]

Debate between Jonathan Reynolds and Andrew Jones

2nd reading: House of Commons
Wednesday 1st March 2017 Commons Chamber

[Andrew Jones]

We will work through the phasing of the introduction of the requirement, but we do not want to hold back from it. There is a slight cost implication for operators, but we think that that will be more than offset by the extra patronage they will secure if people are more able to use the buses. This is a business-generating approach, but we will treat the issues for the smaller operators with great sensitivity. We have taken a very deliberate approach, and I hope that the hon. Gentleman and the hon. Member for Kilmarnock and Loudoun will appreciate that it focuses on the information to be provided, not on any particular technology. We hope to consult on how to take this forward later in the year.

Many colleagues have welcomed the provisions on open data, and the Bill will ensure that passengers know how much their fares will cost and at what time to catch their bus. That important aspect of the Bill will benefit passengers right across England, as my hon. Friend the Member for Cheadle (Mary Robinson) and the hon. Member for Wakefield (Mary Creagh), among others, rightly recognised. Personally, I think that it is one of the most exciting parts of the Bill.

By introducing new advanced ticketing schemes, the Bill ensures that new and existing developments in technology can be accommodated. That will enable multi-operator ticketing schemes to be introduced so that passengers can purchase tickets that will be accepted by different operators across scheme areas, and across different transport modes, such as rail or tram. Many colleagues have highlighted how complex catching buses can be—if multiple tickets need to be bought, for example—and we hope that the ticketing provisions will get rid of that problem.

One of the key proposals in the Bill is the new enhanced partnership. As the hon. Member for Liverpool, Riverside (Mrs Ellman) recognised, some partnerships are already working very effectively right across our country. That is true—we all know that—but more can be done. Providing the opportunity for improved co-operation between local authorities and bus operators will mean a more integrated transport network for urban and rural communities. Passengers, local communities, local businesses and the environment will benefit from improvements in bus services—from improvements in emission standards through to clearer ticketing options—while operators will be left with their commercial freedoms.

There has been a lot of discussion about bus franchising today. It is clear that there is a variety of views in the House, but I think that there is clear agreement that the existing powers under the quality contract scheme have not worked effectively. As my right hon. Friend the Secretary of State set out, our intention is that the Bill will give mayoral combined authorities the automatic choice to use new powers to franchise bus services in their areas. I assure the hon. Members for Liverpool, Riverside, for Blackley and Broughton (Graham Stringer) and for Manchester, Withington (Jeff Smith) that areas with directly elected Mayors can decide for themselves whether to take up the franchising powers in the Bill. There is no need for further reference to the Secretary of State.

[Jonathan Reynolds]

As the Minister acknowledges, there is consensus in the House about making sure, as the Bill proceeds, that the powers are workable and effective. One important point is how pension liabilities will be affected if the franchise changes from one operator to another. Will the Minister, either on Report or in writing to interested Members, provide clarification about that?

[Andrew Jones]

I would be very happy to provide clarification. Throughout the development of the policies, we have been looking to protect workers who transfer in that way. We have put that right at the heart of our discussions in policy development, and I am happy to share that information with the hon. Gentleman and any other interested colleague.

Several hon. Members asked about this, so let me confirm once more that the decision about whether a case to proceed with franchising is compelling is entirely for the Mayor. We should perhaps thank the right hon. Member for Leigh (Andy Burnham) for sharing the news that he is a mayoral candidate—I do not think anybody knew that until today.

Hon. Members have talked about the guidance for consultations. Some guidance for mayoral combined authorities on establishing a case for franchising has been published, but let me be clear that it is still the Mayor who will take the decision. Our guidance merely aims to assist mayoral combined authorities in establishing a well-evidenced case—that is an important point.

Several colleagues asked what such a case might comprise, so let me add a little detail. We have a number of criteria that we would expect authorities that may be able to apply for franchising powers to demonstrate: that the authority has a clear plan to make bus services better for passengers; that the authority covers an area that is sufficiently wide to make franchising work in practice; that the authority has the powers to make franchising a success, which might mean control over parking or planning policy; that the authority has sufficiently strong governance arrangements in place; and that the authority has the resources and funding to deliver franchising successfully. Those are some of the criteria we will consider when looking, case by case, at which authorities will be able to apply for and secure franchising.

Transport: Glossop and High Peak

Debate between Jonathan Reynolds and Andrew Jones

Thursday 25th February 2016 Commons Chamber

[Andrew Jones]

I agree entirely with my hon. Friend. Indeed, I plan to use the A628 to reach him tomorrow morning. I have already planned my route, so I understand his point.

We recognise that the routes need substantial improvement to meet the needs of the local economy and the environment and better to fulfil their role in our national transport network. That relates to trans-Pennine connectivity and we should not forget that, as well as serving local communities and businesses, the routes also play a broader national role.

The trans-Pennine upgrade programme seeks to improve journeys through a number of schemes, including a new dual carriageway creating a Mottram Moor link road; a new single carriageway link from Mottram Moor to Brookfield; further dualling on the A61; and climbing lanes on the A628. A number of other smaller measures will also be put in place to address the accident blackspots. We are very aware of the specific environmental protections that are in place in and around those locations, including special areas of conservation and sites of special scientific interest. We will, therefore, work closely with the national park authority.

For any proposals to go ahead, they will need to be sensitively designed and their potential impacts will have to be properly assessed and understood so that the improvements are in keeping with the significance of the park’s protected landscape. As part of the process of developing and delivering the investment, consultation will take place with local communities and stakeholders. That will include the scope and viability of further improvements and extensions to the Mottram Moor link road that would alleviate the issues faced in Tintwistle and Hollingworth. Highways England has been developing options for each of those schemes, to determine how best to meet the transport needs of the local communities while addressing environmental and other concerns. That balance needs to be achieved. Early consultation with key stakeholders such as the local authorities, utilities companies and the Peak District national park authority is already informing the development and assessment of the options.

I anticipate that a full public consultation will commence in April 2017, and the next step would be to submit an application for a development consent order in summer or early autumn 2018.

[Jonathan Reynolds]

In addition to the Minister’s visit tomorrow, he will probably find in his red box a letter from me, saying that we would be extremely grateful if he would consider binging forward the public consultation to the end of 2016. I know he is not be able to give a commitment on that now, but it would generate so much good will and make the project proceed faster, which would be tremendous.

[Andrew Jones]

I give an undertaking to both Members who are present that I will do all I can to achieve that. They have made their case eloquently. I recognise the issues that are faced by the local communities that they represent, and we will do all we can to help.

In terms of timing, I expect that after the development consent order, we will commence construction in the financial year 2019-20, and the schemes will potentially be open for traffic three years later. I recognise the case for urgency that has been a clear theme this evening, so if it is possible to bring the dates forward, I will certainly try to do so.

The new schemes will follow recent investment that we have already made in the network. As a result of resurfacing schemes undertaken in recent years, the condition of the road surface on the A628 and the A57 has improved since 2010, resulting in a 68% reduction in the number of potholes. Works are taking place, but I recognise that we are looking at more significant, longer-term answers.

In addition to the commitments in the road investment strategy, the Department is undertaking a study on improving connections between Manchester and Sheffield by way of a trans-Pennine tunnel. Through that study, we seek to understand the viability, costs and deliverability of such a connection, and to determine its role and priority in the emerging transport strategy for the north. The construction of such a connection carries with it the potential to reduce traffic on existing routes in the area and to bring important environmental benefits to the Peak District national park.

The initial report of the trans-Pennine tunnel study was published on 30 November last year. It found that there is a clear strategic case for the scheme that is aligned with central and subnational government policy, and that the construction of a new strategic route between Manchester and Sheffield is technically feasible, although very challenging. The scale of the wider economic benefit has yet to be established, but initial analysis shows that the benefit could be significant and complementary to other schemes in the developing northern powerhouse strategy. The study’s final report will be published by the end of the year, and will be used to inform the content of our second road investment strategy.

Transport includes more than just roads, so I hope my hon. Friend the Member for High Peak will not mind if I talk a little about rail in the area. As part of the proposed northern hub capacity enhancement, Network Rail has proposed works at the eastern end of the Hope Valley line. A passing loop is to be provided east of Bamford, and the line is to be redoubled at Dore and Totley station.

Public Transport (Greater Manchester)

Debate between Jonathan Reynolds and Andrew Jones

Tuesday 21st July 2015 Commons Chamber

[Jonathan Reynolds]

indicated assent.

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

indicated assent.

--- Later in debate ---

[Andrew Jones]

I agree that friends groups across many parts of the north do a very valuable job and the hon. Lady is right to highlight that. In terms of having a responsive rail service, part of that is having franchises that generate growth. Of course, the previous Northern franchise was a no-growth franchise. Her basic point, however, about listening, communicating with the public and supporting those seeking to drive public transport usage is clearly appropriate.

Let me be absolutely clear: this is a pause, not a stop. Even without electrification, we will see significant improvements to rail in the north. On trans-Pennine services between Leeds and Manchester, there will be better journeys, more modern trains and additional capacity as part of the new franchise. The new franchise arrangements will be awarded later this year, to come in from April next year. To put to one side any concerns hon. Members may have, let me say that the budget for rail enhancements remains intact.

There is one huge rail project that has not yet had a mention in the debate: HS2. I have to mention it, because it will have a significant impact on public transport in Greater Manchester. We are committed to building the full Y network of HS2, including building the line from Birmingham to Crewe earlier. There is more work to be done on further analysis and final decisions on the preferred route. We are also looking at the case for accelerating construction of the Leeds to Sheffield part of the line. HS2 will transform north-south connectivity throughout our country and cut journey times. For example, the journey time between Manchester and Birmingham will be cut to 41 minutes—currently it is one hour and 28 minutes—which is a saving of 47 minutes.

The point, however, is not really about speed, but capacity on the network. We have not built a railway line north of London in our country since the reign of Queen Victoria. Indeed, our railway network is only a fraction of the size it was. The Beeching cuts might have been appropriate at the time—they were before I was even born—but they might not look quite so right now. We have failed to invest historically in our rail infrastructure, and HS2 is a part of correcting that.

[Jonathan Reynolds]

I am grateful to the Minister for mentioning HS2, of which many in the Chamber are firm supporters in the light of what it will bring to Greater Manchester. I say to him, however, that because a project of that size has a high price tag, it often arouses public cynicism about whether it is worth the money. It would be a grave problem as regards public opinion in Greater Manchester if the work was seen to proceed without trans-Pennine electrification being reinstated and a clear date being set for completion. From representations I have had, I think that could be a significant problem. I wanted to highlight that to him in good faith because I think he will appreciate the point I am making.

[Andrew Jones]

I do indeed appreciate the points being made—they have been made to me before—but as regards investment in our classic rail network and in HS2, I make the point that it is not one or the other; it is both. Progress on both needs to happen in parallel. I hope that reassures the hon. Gentleman and those who have contacted him.

The huge increase in capacity that HS2 will deliver will transform rail connections around our country, but even that will not be enough. Many rail journeys in the north, particularly east-west journeys, are too slow, too infrequent and suffer from unacceptable overcrowding, which has put people off using our rail network and certainly discourages development of city-to-city connections and business. The Government are determined to improve the situation, and we will do this in partnership with the north.

In the Budget, the Chancellor allocated £30 million to Transport for the North, which will act as a single voice for the whole of the north and work with us to identify the strategic transport investment priorities across the entire region. It is fantastic that we are seeing far more devolution. We should be working on the principle that decisions affecting local services should be taken as near as possible to where those services are delivered, so that they are more tailored to local needs. Incidentally, that devolution in transport is mirrored by other areas of devolution and is very encouraging and long overdue.

I would like to say a little about local transport. Most journeys in Greater Manchester are local and often less than 5 miles. We have invested heavily, alongside Greater Manchester, through our local major scheme budgets—the local sustainable transport fund and the cycle city ambition grant—and most recently with the local growth deals through which more than £500 million has been provided to support local transport investment, including improvements to the Bolton to Manchester bus corridor; enhancements to Salford central station; and new transport interchanges in Ashton and Stockport; plus, of course, the new trams for Metrolink.

Most journeys by public transport in Greater Manchester are by bus. In 2014, out of the 267 million public transport journeys I mentioned earlier, 211 million were on the bus network. Buses are vital. I am a huge champion of them. They are part of the answer to our public transport challenge. As the hon. Member for Stalybridge and Hyde mentioned, unlike with Metrolink and rail, passenger numbers are not growing and, despite significant investment in facilities and vehicles, have continued to decline. Greater Manchester has ambitious plans to arrest this decline, and it is right that areas with ambitious plans to grow and develop should be given the powers they need to promote an integrated transport system.

We signed a groundbreaking devolution deal with Greater Manchester last year in which we committed to providing it with powers to franchise its bus services, and we will legislate to make this deal a reality. The hon. Member for Blackley and Broughton (Graham Stringer) asked about the timing. I will have to check with the Leader of the House, but I am expecting a bus Bill to come through the House later this year. Areas such as Greater Manchester that are given the powers to franchise their services will be able to better integrate buses with other public transport modes and plan services to link with new developments or regeneration projects.

Franchising will provide local areas with the opportunity to introduce more Oyster-style smart ticketing—not necessarily the exact same technology—to improve service for passengers. It is a powerful tool for making public transport more attractive by making it more convenient and removing some of the barriers that people encounter in switching from one mode of transport to another. Smart ticketing integrates bus, train and tram journeys, driving convenience. Our aim is for public transport in Greater Manchester and across the north to become more convenient and attractive and for it to build on the enormous growth in demand that we are seeing. We know that a better transport system supports economic growth.

Before I finish, I would like to add that although this debate has focused on public transport, we are by no means neglecting the motorist. We have incredibly ambitious plans for our road network up and down the country. Specifically in Manchester, the M62 will provide a continuous four-lane smart motorway to Leeds. Similarly, the M60 between junctions 8 and 18 is being improved and will become a smart motorway. The south-east quadrant of the M60, between junctions 24 and 4, is also being upgraded.

Oral Answers to Questions

Debate between Jonathan Reynolds and Andrew Jones

Thursday 11th June 2015 Commons Chamber

[Andrew Jones]

I will have monitoring meetings with Highways England every month for the remainder of the time in which it delivers our plan. I want to make sure that it is on top of this and delivering it. The Government’s ambition for the road investment strategy is significant, with £15 billion of investment, 127 schemes and 1,300 additional lane miles. It is a significant step change for our strategic road network. Its delivery is critical, and it is one of the top things that I will focus on. I will also focus on a method of communication from Highways England and me to all colleagues.

[Jonathan Reynolds (Stalybridge and Hyde) (Lab/Co-op)]

One of the most important decisions made in the previous Parliament was the decision to proceed with the Mottram bypass in my constituency, giving us the much-needed improved connectivity between Manchester and South Yorkshire. There are now a number of issues to resolve to take the scheme forward, particularly whether Hollingworth will benefit and whether we can build a new tunnel under the Pennines, which, if feasible, will be very exciting. May I trouble the ministerial team for a short meeting in this Session to advance these matters further?

[Andrew Jones]

Yes; I am happy to do that.