All-lane Running Motorways

Lilian Greenwood Excerpts

Wednesday 22nd January 2020 Westminster Hall

[Sarah Champion]

I completely agree, and I compliment my hon. Friend on already raising the issue in the Chamber. The consultation was always flawed, and all the evidence mounting is just not being listened to.

A recent report in The Sunday Times revealed that the system’s own chief designer has highlighted weaknesses in the system, warning:

“The density of traffic at higher volumes means it is very difficult to detect stopped lone vehicles without an unimaginable number of false alarms.”

The Minister must not believe Highways England when it tells him that SVD is the panacea for safety improvements for all-lane running schemes. It is not; it is seriously flawed.

The risks to motorists do not end when a stranded vehicle is detected. Once detected, the system should close the lane that the stranded vehicle is in by marking it with a red X on the gantry. In 2016, non-compliance with red X signs was 7% to 8%. However, research by the RAC this year found that more than a fifth of motorists had driven in a lane closed by a red X sign in the past year. If a motorist is detected and lane closures are put in place, their chance of being hit by an oncoming vehicle remains alarmingly high. It will require a concerted education and enforcement programme to reduce non-compliance, and I urge the Minister to commit to that without delay.

[Lilian Greenwood (Nottingham South) (Lab)]

My hon. Friend is making a passionate and compelling case. Those concerns were first raised by the Select Committee on Transport, chaired by Dame Louise Ellman, back in 2016. They could—and should—have been addressed much earlier. Some of those who tragically lost their lives could have been saved.

[Sarah Champion]

That is the sad reality. I will come to the Transport Committee’s damning quote. I thank my hon. Friend for her work, as Chair of the Committee, to hold Highways England to account.

The Department for Transport has been aware of the dangers of ALR for some time. Many risks were highlighted in the 2016 Transport Committee report that my hon. Friend mentioned; it concluded that the Committee was unable to support ALR due to fundamental safety concerns. The Department for Transport, in contrast, argued that ALR is not only safe, but safer than traditional motorways. That position is hard to comprehend, but I have tried to figure it out. It is based on the twisted logic of offsetting the safety improvements of a managed motorway environment against the hazards of removing the hard shoulder. The issue with that logic is that those factors are not exclusionary. It is perfectly possible to maintain a hard shoulder on a smart motorway, but it costs more.

By suggesting that the risks are a necessary component of the improvements, the Department unjustifiably downplays the inherent dangers. The Transport Committee’s report labelled that approach “disingenuous” and robustly warned against decreasing the risk of some hazards to justify an increase in others. Highlighting the intrinsic problems of all-lane running compared with other smart motorway schemes, the Committee was damning in its criticism of the Department. It stated:

“The All Lane Running design has been chosen on the basis of cost savings, and it is not acceptable for the Department to proceed with a less-safe design, putting people’s lives at risk, in order to cut costs.”

Motoring organisations, including the RAC and the AA, have been warning for some time that ALR presents an unacceptable risk—concerns echoed by local authorities and police forces. Yesterday, it came to light that the AA will no longer carry out roadside assistance on all-lane running motorways due to serious safety concerns. How bad does it have to get before the Minister will act? Rotherham Metropolitan Borough Council, in response to the consultation on the conversion of junctions 32 to 35a of the M1, warned starkly that,

“from an operational perspective, the emergency services suggest that the risk of collisions involving stationary vehicles...is an unacceptable one which will have serious and potentially fatal consequences.”

Jason Mercer was one of those fatal consequences. Last year, there were nine fatalities on smart motorways.

There is no evidence that ALR can ever be delivered safely. I therefore strongly believe the Government must stop the roll-out with immediate effect. Until the obvious and intrinsic risks of removing the hard shoulder are addressed, existing schemes should revert to traditional motorways from today. At a minimum, Highways England must prioritise retrofitting stationary vehicle detection to existing ALR schemes, with a clear deadline for when that work will be completed. I support the RAC’s call for existing schemes to be retrofitted with refuges no greater than one mile apart, but I would go further and ask for the originally proposed 500 to 800 metre intervals. While that work is undertaken, the hard shoulder should be reinstated. If it is not possible to install refuges, the scheme should not go ahead on that road.

Urgent action—both enforcement and education—is needed to improve compliance with red X signs on gantries. Safety of motorists must always be paramount. Before the scheme even began, the Government were inundated with warnings about the intrinsic risks of all-lane running and were urged to rethink their approach to increasing motorway capacity. It is totally unacceptable for a Government to risk lives in the name of cost savings.

I cannot change the past. I cannot bring Jason Mercer back to Claire. But it is in the Minister’s gift to stop more deaths.

--- Later in debate ---

[George Freeman]

I understand. I am setting the context, because I think there is quite a lot of public misunderstanding about what smart motorways are. I am short of time and I am keen to get to the end of my speech if I can.

The conversion of the hard shoulder to a running lane is a key feature of capacity management, and we avoid having to build more motorways when we can increase the capacity of existing ones. I totally accept that there are real issues, which the hon. Lady raised, not least of which are refuge placement and ensuring that we have full CCTV coverage so we are able properly and quickly to monitor vehicles that are in trouble and ensure that they are dealt with properly. The scheme has been running since 2014. To the point made by my hon. Friend the Member for Chatham and Aylesford, there is a lot of data that we ought to be able to draw on, and we are drawing on it in this review.

It is worth reflecting that the hard shoulder on a traditional motorway has never been deemed a safe place to stop. One of the problems is that, traditionally, people have seen the rescue telephones and thought of it as a safe place to stop, find facilities and make a phone call. It is not and never has been. One of the things we have struck is a misunderstanding that it is a good place to pull over. It is not. Let me repeat that the hard lane has never been that and is never that. In contrast, there have been no collisions in refuges resulting in fatalities.

In the original pilot on the M42 in 2006, refuges were set very close together, at approximately 500 metres apart. Based on operational insights, further performance data and ongoing monitoring, Highways England moved that to 1,000 metres on all other dynamic hard shoulder running schemes, and then to 2,500 metres on all-lane running schemes. That is one of the things the Secretary of State is looking at.

Highways England undertook a review of operational all-lane running schemes and found no consistent correlation between the number of live-lane stops and the spacing of emergency areas, but I take the point my hon. Friend made about drilling down into that data, and I will ensure that that is done. We and Highways England know that motorists not only need to be safe but need to feel safe and need to know what to do when they are in the dangerous situation of a breakdown or a collision. We need to ensure that everyone has that information properly.

The specification for the maximum spacing of emergency areas on new schemes has been reduced from 1.5 miles, which is about 90 seconds at 60 mph and equivalent to the spacing of lay-bys on sections of A road, to 1 mile, which is about 60 seconds at 60 mph. However, again, we need to look at the data; on particular sections, given the geography of the road area, the spacing might need to be different. Highways England will also install a number of additional emergency refuge areas in locations with the greatest spacing. We need to look at whether there are particular blackspots where we need more refuges.

All emergency areas are fitted with orange surfacing to make them more visible, and better advance signing will give motorists more information about how far away the next one is. I want to go further and ask whether we could use digital technology, which many drivers use for satellite navigation, to ensure that every driver knows when they are in one of these areas, where the refuge is and what they should do. Technology can help us ensure that we avoid the sort of tragedies we have seen.

Identifying a broken-down vehicle is key, and I know that is something my hon. Friend the Member for Chatham and Aylesford has raised. If a driver is unable to reach a place of safety, the regional traffic control centre can and should use the overhead electronic signals to close lanes, display warning messages and slow down approaching traffic, as well as to create an access lane for the emergency services. To reduce response times in setting those signals, Highways England has installed a stopped vehicle detection system on two sections of the M25 and will shortly install one on part of the M3. Again, however, if that is the prerequisite, we need to put it everywhere and ensure that it works properly. Highways England is designing it into all-lane running smart motorway schemes that are currently scheduled, and it is exploring how to provide the same benefits on all existing all-lane running smart motorways. I say that not to suggest that it is an adequate response to the points that were made, but simply to highlight the work that is going on.

[Lilian Greenwood]

The Minister will know that when Highways England appeared at the Transport Committee, it confirmed that stopped vehicle detection systems are only 90% effective. What is in place to deal with the other 10%?

[George Freeman]

That is an excellent point, and it is one of the issues the Secretary of State will be looking at in his work.

In the remaining seconds, I want to touch on reports that the AA has said it will not let its patrols stop in live lanes. That is concerning, because we need the support of all vehicle rescue operators. It is worth saying they are never expected to work in a live lane on any motorway unless the scene has been made safe by police officers. That has always been the situation. Highways England has developed guidance on safe recovery with the recovery industry, and it has put in place a whole series of measures, such as electronic signs, variable speed limits and red X signals. Regional control centres and on-road traffic officers can now support vehicles leaving an emergency area. Again, I am not suggesting that is adequate; more needs to be done to ensure that this is working properly.

Red X lane enforcement is long standing. It has been in use since the system was introduced in 2006, and Highways England, in partnership with the police, has issued more than 180,000 formal warning letters to drivers identified as having wrongly used the hard shoulder at a number of smart motorway locations. That number must come down. The aim should be to ensure that nobody drives in the wrong lane at the wrong time, rather than to issue letters to warn them. We need faster progress on that. We have brought in legislation to allow automated detection of red X offences using camera equipment and to enable the police to prosecute, but, again, that should be the last line and something we hope never to have to do. We need to ensure that those incidents do not happen. There have been major public information campaigns, which I do not have time to list in detail.

Let me conclude by saying, in the spirit of the debate, that I am keen to work with the Roads Minister, Baroness Vere, to follow up with colleagues on both sides of the House and look at whether we might set up a taskforce to ensure that their insights can be fed in, and to work with the Secretary of State to ensure that the package he announces is adequate for all of us who use the motorways and represent drivers. I want to ensure that the deaths of Jason, Dev and the others were not in vain, and that their legacy is real improvement so everyone knows these routes are safe.

Motion lapsed (Standing Order No. 10(6)).

Flybe

Lilian Greenwood Excerpts

Tuesday 14th January 2020 Commons Chamber

[Paul Maynard]

I am grateful to my hon. Friend for his comments. He is right to observe the importance of Flybe in his constituency. I am very much aware that, wherever possible, we should work on a cross-party basis when faced with immediate challenges.

[Lilian Greenwood (Nottingham South) (Lab)]

The Minister referred to the airline insolvency Bill; will he confirm when that legislation will be brought forward? Many Members have spelled out the importance of their regional airports and domestic airlines for local economies, but what assessment has the Minister made of the future role of domestic aviation in our transport networks? How will that fit with the Department’s decarbonisation plan?

[Paul Maynard]

On both those questions, I am afraid the answer is “Wait and see.” We are looking to bring forward the airline insolvency Bill as soon as we can. We recognise its importance, but it is a complex policy area and there is no silver bullet, so when we bring it forward it has to be right. On the wider issue of how decarbonisation fits in and how aviation can play a role, that will be covered in the transport decarbonisation plan. I recognise that there are trade-offs to be made; we have to have a balanced approach.

Oral Answers to Questions

Lilian Greenwood Excerpts

Thursday 24th October 2019 Commons Chamber

[George Freeman]

My hon. Friend raises an excellent point. We are currently in the midst of talking to the Secretary of State for Housing, Communities and Local Government about a much more fundamental integration of housing and transport through the housing infrastructure fund. I will happily meet my hon. Friend to talk this through to make sure that it works for local places so that housing comes with proper transport.

[Lilian Greenwood (Nottingham South) (Lab)]

Further to the Secretary of State’s earlier comments on the intention to carry out a review of the safety of smart motorways and all-lane running, he will know that the Transport Committee questioned Highways England on this yesterday. Is that review being carried out in the Department or by someone independent? I would be grateful if he clarified that.

[Grant Shapps]

I watched with great interest the evidence from Highways England in front of the Committee yesterday and noted the comments of the chief exec. I will ensure that the Department is making decisions on this, because some of the statistics have been difficult to understand. We know that people are dying on smart motorways. We also know that 70 or 80 people a year die on full motorways. Understanding whether smart motorways are less safe, the same or safer turns out not to be as straightforward as Members might imagine. I want all the facts and I want recommendations that could be put in place to ensure that all our motorways are as safe as they possibly can be. I will get this done in a matter of weeks.

Thomas Cook

Lilian Greenwood Excerpts

Wednesday 25th September 2019 Commons Chamber

[Grant Shapps]

I understand my right hon. Friend’s concern, and I congratulate him on his work over the past few days with his constituents who have lost their jobs.

We have touched on this before, and there have been a lot of reports in the newspapers, but it is important to allow the correct channel, the official receiver, to do its job. I stress to the House that, under the Insolvency Act 1986, the official receiver, as liquidator, may seek to overturn a range of transactions made prior to the liquidation, which includes things like bonuses, although I think we need to leave it to due process to see whether that would be appropriate.

There is also the Company Directors Disqualification Act 1986, and I fully support that idea. As I said in answer to a previous question, the Government were concerned to ensure that we did not prop up an organisation that was already doing things wrong.

[Lilian Greenwood (Nottingham South) (Lab)]

I begin by welcoming the tremendous efforts of the Civil Aviation Authority, staff across Government and others to repatriate and support the many thousands of stranded holiday- makers, but I ask the Secretary of State to provide clarity on two points in relation to his previous answers. Can he confirm that all Thomas Cook staff will be helped to return home? He referred to some of them, which I do not understand. Why not all of them?

In the four and a half months since the airline insolvency review reported, what action have the Government taken to implement its recommendations?

[Grant Shapps]

First, with regard to the repatriation of staff, it is not the case that all the staff necessarily want to come straight back. Aircrew, for example, have been or are being repatriated, but many others are still assisting with the operation on the ground in many different locations, and we are hugely grateful to them.

The next two weeks are critical. The largest group of people, the 150,000 holidaymakers, is so large that there is no way to get them back other than chartering aircraft to fly them back. The number of other people involved is of a size at which commercial flights can be used to return them.

We are urgently addressing not only the cabin crew and that side of things but the other employees and the scheduling for when they need to get back. I have been clear with the CAA that it should offer them every possible assistance along the way.

Sorry, I have forgotten the hon. Lady’s second question.

[Lilian Greenwood]

If they are important, what have you been doing in the past few months?

[Grant Shapps]

I did not come into this job until 23 July. Some recommendations of the airline insolvency review have already been taken into account and, indeed, used in this particular case, but we also require primary legislation and I am happy to have cross-party discussions about that.

It is not, as one might imagine, quite as simple as it seems. There are ideas around, including allowing what happens in Germany, where the airline is run in administration, and, separately, the interaction between ATOL and a proposed additional charge per flight of perhaps 50p or so for every flight taken, regardless of whether it is to a holiday destination. There are different ideas to be worked through; discussions are ongoing and I am keen to accelerate them.

HS2

Lilian Greenwood Excerpts

Thursday 5th September 2019 Commons Chamber

[Grant Shapps]

I am not short of advice on what to do on HS2, but few pieces of advice come from somebody as distinguished as a former Transport Secretary. I have heard what he has had to say, as I know Doug Oakervee will have done, and I look forward to taking it into account.

[Lilian Greenwood (Nottingham South) (Lab)]

I welcome the Secretary of State to his place.

The Secretary of State must understand the huge disappointment in the east midlands that HS2 phase 2b —which will, as the right hon. Member for Derbyshire Dales (Sir Patrick McLoughlin) said, transform connectivity between Birmingham and the economies of the midlands, Yorkshire, the north-east and Scotland—is now facing a delay of up to seven years, or even cancellation. That is particularly the case when the Chancellor failed to even mention the midlands rail hub in his spending review and when the Secretary of State’s predecessor not only repeatedly assured us that HS2 would happen but cancelled the electrification of the midland main line. I know that the Oakervee review is due to report, but the disappointment will turn to deep anger if the Secretary of State does not ensure that the midlands receives the investment in its transport that it needs.

[Grant Shapps]

I thank the hon. Lady; it is a pleasure to have a question from the Chair of the Transport Committee. The one thing I can assure her of is that there will be £48 billion of other unrelated rail investment over the next few years, so both the midlands and the northern powerhouse rail side of things will certainly have huge—massive—investment.

Oral Answers to Questions

Lilian Greenwood Excerpts

Thursday 18th July 2019 Commons Chamber

[Lilian Greenwood (Nottingham South) (Lab)]

We have known for a while that the Secretary of State does not run the railways, and yesterday he told the Transport Committee that

“we don’t really do buses”,

but the chair of the Government’s own task and finish group on taxi and private hire vehicle licensing told us in March that he was “truly frightened” about the risk to the public under the current regulations. Thankfully, it seems that even the Secretary of State is not trying to dodge responsibility for legislating to protect passengers, but when will a Bill on taxi and private hire licensing be laid before Parliament?

[Ms Ghani]

The Chair of the Select Committee knows that I am just as passionate as she is about this issue within this part of my brief. I was hoping that we could start to legislate before the summer, and I now hope that I can crack on with it in the autumn. We have to remember that licensing sits with local licensing authorities. We are trying to put together a national database and to ensure that all the information is in one place, so that those who want to fish around to get a licence cannot do so. We are also increasing the traffic commissioners’ powers. All that work is in the pipeline, and I look forward to getting it done just as much as the hon. Lady does.

Active Travel

Lilian Greenwood Excerpts

Tuesday 9th July 2019 Westminster Hall

[Lilian Greenwood (Nottingham South) (Lab)]

I congratulate the hon. Member for Witney (Robert Courts) on securing this debate, and I thank him for his contribution to the Transport Committee, which I chair. It has been looking at precisely the matter we are discussing. The Government’s 2017 cycling and walking investment strategy—CWIS—is extremely welcome. As many Members have said, the economic, human and environmental cost of inactivity, climate change, air pollution and traffic congestion are huge. Active travel can help us to tackle all of those, if it gets the attention and funding it deserves but historically has not received. There are serious questions about the funding available for active travel and local cycling and walking infrastructure plans—LCWIPs, which we have been told are the main vehicle for delivering the Government’s strategy.

We have been told that the funding framework for active travel remains challenging, because the wider framework for local transport funding is complex, short term and under severe pressure. When the Government published the CWIS, they described it as a £1.2 billion plan, but only a quarter was ring-fenced funding for cycling and walking schemes. The rest was for local authorities to decide how to prioritise. We know all too well the pressures on local councils from adult social care and children’s services. Since the CWIS was published, the Government have stated that almost £2 billion is projected to be invested in active travel between 2016 and 2021. That is a good start, but it pales in comparison with spending on other modes, and equates to just £400 million a year, or 1.5% of the £26.4 billion that the Government spent on transport in England in 2017.

The Transport Committee has heard about the impressive ambitions of combined authorities and local authorities to increase cycling and walking in their area. I do not have time to go through them, but if they are to be achieved, as so many colleagues have said, dedicated funding is needed to deliver those improvements in LCWIPs to enable the Government to succeed in delivering their strategy. Phil Jones, an independent transport consultant who has been very involved in the development of the local plans, told us that if LCWIPs are just a plan and sit on the shelf,

“it has been a complete waste of time”.

He told us that LCWIPs have to lead quickly to actual schemes on the ground, and he is right. If the Government want to deliver their strategy, which is essential and not a “nice to have,” they need to consider how their funding will ensure that that happens.

Funding is not the only issue; the Government need coherent and consistent policy. People will not walk and cycle if their roads and pavements are poorly maintained; they will not feel safe if cars are parked on pavements; it will not be good if estates have no pavements, which I often see. People will incorporate walking and cycling into a longer journey only if the public transport element is up to scratch.

Railway Connectivity: East to West Midlands

Lilian Greenwood Excerpts

Wednesday 19th June 2019 Westminster Hall

[Alex Norris]

I appreciate that intervention. We talk about north and south and going to and from London a lot, but for our constituents and the communities in our part of the world, that east-west link and the link to Birmingham is just as important.

It is the perfect time, after an intervention from the hon. Lady, to mention that HS2 is coming down the line. We still have some significant work to do to make sure that the east midlands is not erased from that map. We have a real opportunity to gear up our region’s infrastructure and economy.

[Lilian Greenwood (Nottingham South) (Lab)]

I congratulate my hon. Friend on securing the debate. HS2 is often seen as a north-south rail project, but does he agree that reducing the journey time from Birmingham to the east midlands hub at Toton to just 19 minutes is a game changer for east-west connectivity in our region? It is unsurprising that the eastern leg of HS2, which will transform links from Birmingham to not just the east midlands but Yorkshire, the north-east and Scotland—an area of 15 million people—delivers more than 60% of the wider economic benefits of phase 2.

[Alex Norris]

The Chair of the Transport Committee, my constituency neighbour, makes an excellent point. One of the most frustrating things about the arguments around HS2 is that they get drawn into journey times to and from London. They are not unimportant, but they are not the fundamental thing.

Many hon. Members will have heard me say that we have a real opportunity in the east midlands—the west midlands will benefit too—in the Toton station for HS2; in dualling the roads that get us to the brilliant East Midlands airport, which is the biggest pure freight airport in the country; and in developing the power station site. There is the potential for more than 100,000 new jobs. HS2 is fundamental to that, so pulling that project out risks pulling the whole thing down; that is how critical it is.

--- Later in debate ---

[Alex Norris]

Thank you, Mr Hollobone; I am grateful for the chance to resume my remarks.

Before we were interrupted, I was talking about the facets of an east midlands rail hub, and I know the massed crowds in the debate will be excited to hear some more about it in the next 18 minutes. That could be completed in phases, starting in 2024 and finishing in time for the arrival of HS2 in the east midlands in 2033. That staggered approach would minimise disruption to passengers and would prevent a worsening of the issues that we are suffering.

As I said before, this debate came more quickly than I expected, so the full details of the proposal for the hub from Midlands Connect will not be published until next week. I will test the principle that the best place to tell a secret is on the Floor of the House of Commons by letting Members in on some of the highlights, ahead of time.

Broadly, the proposal would give capacity for 24 new east-west and west-east passenger services every hour on the midlands rail network, with 36 additional freight paths per day, shifting 4,320 lorries from road to railway each day. Some 1.6 million more people would be brought within an hour’s journey by public transport of the midlands’ biggest towns and cities, and the extra capacity would add £650 million to the economy of the midlands every year.

The hub would be a win-win for our region on so many fronts. It would bring huge economic dividends every year to our industries and local businesses. A more joined-up public transport system would be a good idea as it would reduce traffic on our overcrowded roads and help to tackle the climate emergency we are all too aware that we are facing. The additional tourism it would bring to the region would also be a benefit, as my hon. Friend the Member for High Peak (Ruth George) mentioned.

It is clear as day that this a project whose time has come; it needs to happen. The case for the midlands rail hub is persuasive, the details Ministers see will be good and it is time that midlands communities were backed in this way. I hope Ministers will put the full weight of the Department for Transport behind this project; if they want the midlands engine, they will have to have the rail hub as a constituent part of it.

I know Transport Ministers have a tough job and there are competing priorities, but I believe there is a strong business case. This is not the politics of the begging bowl or saying, “London gets so much per head and we get so much less per head.” It is easy to say that stuff, but there have to be backable propositions; this is one of them. We think it will lead to good infrastructure in the region and economic benefits.

I ask the Minister to read the report from Midlands Connect when it is released next week and put it at the top of his in-tray for approval. We know there will be significant political change in the next few months and there may be ministerial changes too. If the Minister is not in his role in the future, I ask him to pass it on to his successors, so that they understand that this is a good project. We would make sure that they got a copy of the report, but I hope the Minister would pass a copy on too.

Far too many people in my constituency think that progress in our economy is stalling. There are significant gaps in our development that have not been exploited. I mentioned briefly when the hon. Member for Mansfield (Ben Bradley) intervened that the reality for my community since the mid-1980s has been significant deindustrialisation. We could have a day’s debate on the reasons for that, its inevitability and what came in its place, but to a certain extent that is now for the birds. What comes now is what matters, with the midlands rail hub being a critical component part of our economic development around that triangle.

[Lilian Greenwood]

My hon. Friend is making an important point about the economic regeneration that the midlands rail hub could enable. He has already acknowledged the importance of tackling the climate emergency. Is it not equally important to tackle congestion and poor air quality in our cities, and improve safety? We know it is far safer to travel by rail than by road. Does he agree?

[Alex Norris]

I share my hon. Friend and neighbour’s view. The climate emergency is a real thing, not just for leaflets. We should see every action that we now take as a country through the prism of sustainability. This is one of those projects, because it is sustainable: it will take cars and lorries off the road, and the jobs we are talking about—around the airport, the HS2 facility at Toton and the power station site—will be new economy jobs. There are extraordinary opportunities around the power station site for clean energy jobs; we are talking about more than 100,000 potential jobs across those sites. This is the future for the midlands. The only way to get there is to have it properly wired up with the infrastructure.

I hope the Minister will give good consideration to the rail hub, so that we can get it moving, on the books and ready for delivery.

Oral Answers to Questions

Lilian Greenwood Excerpts

Thursday 13th June 2019 Commons Chamber

[Michael Ellis]

I understand there will be an opportunity to bid for funding on that matter shortly.

[Lilian Greenwood (Nottingham South) (Lab)]

I welcome the Minister to his new role. I hope that he will bring the same enthusiasm, especially for cycling and walking, as his predecessor, and I am sure that he is looking forward to appearing before the Transport Committee. Yesterday, our Committee was told that the Government need to change their approach to public education on using a mobile phone while driving if they are to fulfil the Prime Minister’s ambition of making that offence as socially unacceptable as drink-driving. Will the Minister commit to taking action to increase public awareness of the risks of driving while using a mobile phone, whether handheld or hands-free, which we were told reduces motorists’ capability to that of a brand-new driver. It is the equivalent of being at the drink-drive limit and makes a road traffic collision four times more likely.

[Michael Ellis]

It is very kind of the hon. Lady to invite me to appear before her Committee: I think that something is already in the diary.

On cycling, I have already spoken to Transport for London about that. I have been on a bike several times this week and will be again later.

On the important issue of mobile phone use while driving, the Department has been working extremely hard: we have increased the penalty points from three to six, and we have put a lot of investment into social media to warn users of the dangers, and we will continue to do so.

South-Eastern Rail Franchise

Lilian Greenwood Excerpts

Tuesday 23rd April 2019 Commons Chamber

[Andrew Jones]

My right hon. Friend asks about how the bid may finally be judged. I cannot comment on the work in progress, but I can say that an invitation to tender was published in November 2017. It was the result of a significant consultation, to which there were 10,000 or so responses. I am as anxious as my right hon. Friend to get the benefits of that invitation to tender out to the constituents whom he serves so well, and as fast as possible, but I cannot give an answer today on who will win the franchise. That work is carried out separately by officials, away from Ministers, and the information is anonymised because it is so important and market sensitive, but his point will have been heard by all those in the industry.

[Lilian Greenwood (Nottingham South) (Lab)]

The south-eastern franchise was originally due to end in 2014. The failure of the west coast franchise delayed that ending until August 2018, and now the direct award to Govia could be further extended. It is hard to understand why, if the Government still believe in competition for rail services, the Department for Transport seems absolutely unable to run a competition for this franchise. Will the Minister clarify how many compliant bids were received for the south-eastern franchise and how many were received for the east midlands franchise that was awarded two weeks ago?