Transport and Local Infrastructure

Lord McLoughlin Excerpts

Thursday 19th May 2016 Commons Chamber

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

With permission, before I introduce the debate I would like to make a brief statement about the loss of EgyptAir flight MS804. The aircraft, an Airbus 320, carrying 56 passengers and 10 members of crew between Paris and Cairo, disappeared from radar at approximately 1.30 am UK time, over the waters of the eastern Mediterranean. We understand that one of the passengers on board is a UK national and that consular staff are in contact with the family and are providing support. I know that the House will want to join me in saying that our thoughts are with the family and friends of all those on board. The Government are in touch with the Egyptian and French authorities and have offered full assistance. The air accidents investigation branch has offered to assist with the investigation in any way it can.

[Sir Gerald Howarth (Aldershot) (Con)]

As chairman of the all-party Egypt group, I thank my right hon. Friend for the measures that he is seeking to take and associate myself and the group with the condolences that he has expressed. Will the Government seek to discuss with the French authorities in particular whether they are satisfied that the measures that they are taking to screen passengers and luggage at Paris meet the requirements that we in the United Kingdom feel are necessary, bearing in mind that, I believe, a number of people airside in Paris have had their authorisation revoked because of their association with Islamic extremism?

[Mr McLoughlin]

It is far too early to make any assumptions about what has happened, but of course we will want to look at all the issues and discuss them with the French authorities and others. I can assure my hon. Friend that we will take that further forward.

It is a pleasure to open this debate on Her Majesty’s Gracious Speech. I very much welcome the opportunity to talk about our plans for transport and infrastructure. Yesterday’s speech was all about building a stronger, more resilient, more modern economy that provides security for all people and opportunity at every stage of life—a country fit for the future, no matter the challenges it faces. If we have learned anything from the past decade, it is that we need to be better prepared and more responsible during the times of plenty so that we can weather the more difficult times.

In the previous Parliament, we had to take some tough economic decisions, but they were the right economic decisions. We earned a hard-fought recovery from recession and the financial crisis. In 2014, Britain was the fastest growing major advanced economy in the world. In 2015, we were the second fastest growing after the United States. In 2016, the employment rate has hit yet another record high. More families are benefiting from the security of regular wages, and unemployment has fallen once again. The deficit is down by two thirds as a share of GDP on 2010, and the Office for Budget Responsibility has forecast that it will be eliminated by 2019-20. That recovery is still going on today, and with the global economy slowing, it is even more vital that we stick to our long-term economic plan.

However, we do not just need a responsible fiscal strategy; we also need to invest for Britain’s future to create the capacity and space we need to grow. For decades, we have been slipping down the global infrastructure league tables. To take an example from recent history, let me pluck two years out of thin air—say, between 1997 and 2010. In those 13 years that I take at random, Britain slipped from seventh to 33rd in the world infrastructure league tables. As a result, we watched our roads grow increasingly congested, our railways become overcrowded, and our town centres choke with traffic. If we cannot move people or goods efficiently from one place to another, how can we expect businesses to invest in Britain? Building the infrastructure that Britain needs to compete is one of the defining political challenges of the age, so we have spent the past six years in government turning things around.

[Mark Spencer (Sherwood) (Con)]

Will the Secretary of State give way?

[Mr McLoughlin]

I could take a lesson from the Leader of the Opposition from yesterday, but I hope my speech will not be quite as bad as that, so I certainly give way to my hon. Friend.

[Mark Spencer]

I am grateful to the Secretary of State. Does he recognise that one of the barriers to gaining employment is sometimes the infrastructure needed to get from where one lives to where one wants to work? In that vein, does he recall standing on the platform at the former Edwinstowe railway station, and will he bring forward plans to fund the extension of the Robin Hood line in the very near future?

[Mr McLoughlin]

I well remember visiting my hon. Friend’s constituency with him just over 12 months ago, although I cannot remember what was happening at the time. I also well remember the fantastic result that he had at the subsequent general election and the way in which he has always pushed for more infrastructure in his area. I want us to work with him, the local authority and the local enterprise partnership to see what other systems of transport we can provide. I have to say that Nottingham has not done too badly in relation to infrastructure investment. We have seen a huge amount of investment in the new station and the dualling of the A457—[Interruption]—and I am very grateful that the hon. Member for Nottingham South (Lilian Greenwood) was able to join me for its opening. [Interruption.] She says, “Thanks to a Labour county council.” Actually, those plans were progressed by a Conservative county council when it was in office and had not been progressed before at all, as she well knows.

[Andrew Bingham (High Peak) (Con)]

I suspect that the Secretary of State knows exactly what I am going to raise with him. He picked the years of 1997 to 2010 at random, and I will go along the same vein. In ’97, my predecessor said that the Mottram-Tintwistle bypass would definitely get built; in 2010, there was still no spade in the ground. We promised before the last election that we would build the Mottram relief road and the Glossop spur, and we are looking at extending that to deal with the Mottram and Tintwistle problem. Can he confirm to me and my residents that we are still determined to press on with that as fast as possible? We talk about growing the economy and growing jobs, and that project is vital for Glossop and the surrounding area.

[Mr McLoughlin]

My hon. Friend is my parliamentary neighbour: our constituencies share a border. He has made his case and I am pleased to confirm our road investment strategy, which reflects the points he has made. In fact, we want to go further. We have commissioned a report by Colin Matthews on better connectivity between Manchester and Sheffield, which would have a huge beneficial effect for my hon. Friend’s constituency.

[Several hon. Members rose—]

[Mr McLoughlin]

I am slightly worried about the amount of time I am going to take and the number of Members who are seeking to intervene on me, but I cannot resist the hon. Member for Worsley and Eccles South (Barbara Keeley).

[Barbara Keeley (Worsley and Eccles South) (Lab)]

I hope that the Secretary of State will comment on the woeful transport situation in Salford in my constituency. There are no plans to improve our key road network and the three motorways in my constituency, or for any substantial upgrades to our rail services through Eccles, Walkden and Patricroft. Our bus services are completely woeful. Traffic in Salford has increased by 3.6%—three times the Greater Manchester average. On Monday I will meet the Royal Horticultural Society to discuss the building of its fifth garden, which will bring 1 million visitors to Salford every year. How are they going to be brought in?

[Mr McLoughlin]

I will come on to say more about the work we are doing on road infrastructure and devolution to local authorities. Salford should be in a strong position to take advantage of some of those measures.

[Christian Matheson (City of Chester) (Lab)]

May I also pick two years out of thin air, namely 2010 to 2020, which will mark a decade of absolutely zero investment in the M56 in Chester? The Government are refusing not only to upgrade it to a smart motorway, but to install police and Highways Agency cameras so that we may know what the problems are. What can my constituents look forward to in respect of the M56 upgrade?

--- Later in debate ---

[Mr McLoughlin]

I join the hon. Gentleman in saying that we need to spend more money on infrastructure, but we also have to make sure that we spend it properly and in a planned manner. As well as the extra investment—I will talk more about that—we will also look at those areas that we have not been able to cover, provided that we get the other sides of the economy in good order.

In the past six years, we have turned things around as far as infrastructure is concerned. We have climbed up the global infrastructure investment league table and are now in the top 10, ahead of France, Japan and Germany. Action is under way, with new wider roads, new faster trains and better urban transport. In the south-west there is the widening of the A30 and the A303, and there are brand new trains on order. In the north-west, Manchester Victoria station has been transformed, there are electric trains on the northern hub and motorways have been widened. In East Anglia, the A11 has opened and the Norwich northern distributor road is under construction. We are finally taking action on the A47, which is of great interest to my hon. Friend the Minister for Housing and Planning, who will wind up the debate, and on the A14. In the midlands, there has been a transformation at Birmingham New Street station, and the M1 has been partly converted to four-lane running. I could go on and mention Crossrail in London and other action right around the country, but time will not allow me to continue reciting my list of improvements.

[Oliver Colvile (Plymouth, Sutton and Devonport) (Con)]

I thank my right hon. Friend for mentioning the south-west. The key issues for us are ensuring that we have an alternative railway line to that down to Dawlish and getting the dualling of the A303 so that we can have better transport and therefore deliver productivity, which is lamentable at present.

[Mr McLoughlin]

I am grateful to my hon. Friend. The Labour party manifesto said that it would cancel some of our road programmes in the south-west. It mentioned them specifically and we will remind Labour of that time and again.

A Treasury report last year revealed that more than £400 billion-worth of infrastructure work is planned across the country. The biggest slice of that is for transport. Overall, transport infrastructure spending will rise by 50% during this Parliament. That means that we can invest £15 billion to maintain and improve our roads—the largest figure for a generation. There will be £6 billion for local highways maintenance, which is double the spending of the last Labour Government. We are also giving local authorities a multi-year funding settlement for the first time ever, with an additional £250 million to address local potholes.

We can contrast that with the last Labour Government’s record. Between 2001 and 2010, just 574 lane miles were added to our motorways; we are adding more than 1,300 miles. Labour electrified only 10 miles of rails of railway track; we have already electrified five times that amount, and anybody who goes on the Great Western line can see that there are many more to come very soon.

We are delivering the most ambitious rail modernisation programme since the Victorian era—a £40 billion investment. We have Crossrail, Thameslink, electrification and the intercity express programme. Hitachi—a company that has now moved its global headquarters to Britain—is building new carriages in new factories in the north-east, opened by the Prime Minister. Of course, there is High Speed 2, for which construction will start next year. This is a new start for infrastructure that will make Britain one of the leading transport investors.

The Gracious Speech also includes legislation to back the National Infrastructure Commission, whose influence is already being felt. Following its recommendations, we have invested an extra £300 million to improve northern transport connectivity, on top of the record £13 billion already committed across the north. We have given the green light to High Speed 3 between Leeds and Manchester and allocated an extra £80 million to help fund the development of Crossrail 2.

I am pleased to say that by the end of this Parliament, Crossrail 1—or, as we can now call it, the Elizabeth line—will be operating. It is the most significant investment in transport in London for many a generation, and it will make a welcome addition to the capital’s infrastructure.

[Mr Clive Betts (Sheffield South East) (Lab)]

I am a bit worried about Sheffield’s position in that list of schemes. The Secretary of State referred to HS3 as going from Manchester to Leeds, not connecting to Sheffield. Has that connection disappeared off the Government’s radar? Will he confirm that there is no truth in the stories that consideration is being given to abandoning the HS2 station in Sheffield, and that wherever that station might be, there will be one? Are we going to get HS3 as well?

[Mr McLoughlin]

I am coming on to HS2, and if the hon. Gentleman does not feel that I have answered his question after that, I will give way to him a little later. I hope he will be reassured by what I am about to say.

What I have described adds up to an ambitious pipeline of schemes that will not only free up capacity, boost freight and improve travel but help us to attract jobs, rebalance the economy and make us a more prosperous country. Of course, there will be disruption and inconvenience while some of that is happening, but when the work is done we will get the benefits, as at Reading station, the new Wakefield station or Nottingham station—infrastructure that will prepare Britain for the future.

That is what is behind the modern transport Bill, which will pave the way for the technologies and transport of tomorrow. We are already developing the charging infrastructure for electric and hybrid vehicles. Driverless cars and commercial space flights may seem like science fiction to some, but the economic potential of those new technologies is vast, and we are determined that Britain will benefit by helping to lead their development. Driverless cars will come under new legislation so that they can be insured under ordinary policies. The new laws will help autonomous and driverless vehicles become a real option for private buyers and fleets. The UK is already established as one of the best places in the world to research and develop those vehicles, just as we are leading the way on real-world testing to ensure that cars meet emissions standards, to clean up the air quality in our cities. Through the Bill we will strengthen our position as a leader in the intelligent mobility sector, which is growing by an estimated 16% a year and which some experts have said could be worth up to £900 billion worldwide by 2020.

[Michael Fabricant (Lichfield) (Con)]

Despite the initial gloom that descended on me when I heard my right hon. Friend mention HS2, may I say how delighted I am to hear about the growth in autonomous drive technology? I congratulate him and the Government on promoting it, because there is no question but that the United Kingdom leads the way in that area, working alongside Japan. Autonomous drive will potentially increase the density of traffic on our motorways fourfold, so let us stick with it. I will resist the temptation to say that we would not need HS2 if we had autonomous drive cars—that would be the wrong thing to say, I think.

[Mr McLoughlin]

Whenever my hon. Friend intervenes I am never sure whether I regard it as helpful or not— I think on that one the jury is still out.

The Bill will also allow for the construction of the first commercial spaceport. A full range of viable options have been put forward, and we support those bids. The Bill will create the right framework for the market to select what the best location will be. We will legislate to encourage British entrepreneurs to make the most of the commercial opportunities of space. That will form part of the Government’s wider support for the UK space sector, and is aimed at raising revenues from almost £12 billion to £40 billion by 2030—around 10% of the global space economy.

We are also preparing for HS2, which is the biggest infrastructure scheme that this country has seen for a generation. The transformation of rail travel across Britain will free up capacity on the rest of the network, and rebalance our economy and economic geography. Before a single track has been laid, the HS2 factor is already having an impact. Blue-chip companies such as Burberry have chosen to move to Leeds, and HSBC has relocated its retail banking headquarters from London to Birmingham, citing HS2 as a significant factor in that decision. We have seen ambitious regeneration plans around places such as Curzon Street in Birmingham and Old Oak Common. Cities such as Leeds, Manchester, Crewe and Sheffield are preparing for phase 2.

[Michael Fabricant]

Will the Secretary of State give way on that point?

[Mr McLoughlin]

Will this be helpful or not?

[Michael Fabricant]

My right hon. Friend mentioned Curzon Street, and given that I fear there will be HS2, may I put down a marker? He will know that there is a cross-city line from Lichfield Trent Valley to Redditch. If HS2 eventually links up directly with the continent and does not go via St Pancras, it would be hugely advantageous if there were a halt at Curzon Street on the cross-city line, because that rail line runs immediately adjacent to the HS2 terminus.

[Mr McLoughlin]

Although my hon. Friend was against HS2, I am pleased that he is already thinking about how it can benefit his area and region. I join him in his partial conversion, and I will take that as a helpful intervention.

HS2 means that businesses will be able to access new markets, drawing their employees from much wider catchment areas, and perhaps for the first time they will consider moving offices away from London. When HS2 construction begins next year, we will be building something much bigger than a new railway; we will be investing in the economic prosperity of the next half century or more, training a new generation of engineers, developing new skills for a new generation of apprentices, and rebalancing growth that for far too long has been concentrated in London and the south-east.

[Carolyn Harris (Swansea East) (Lab)]

I am delighted to hear the right hon. Gentleman speak of such great plans for England, but what progress has he made with electrification to my constituency of Swansea East?

[Mr McLoughlin]

I am glad to say that I have made a lot more progress than was made in 13 years of the last Labour Government. To get to Swansea we must first get to Cardiff. We will get to Cardiff, and then we will get to Swansea, as has been promised—that work is on the way. The hon. Lady will travel on the Great Western line, and she will have seen all the work that has been going on. She will be a regular traveller through Reading, and she will have seen where £800 million has been spent on that scheme. We are doing a fair job in ensuring that her constituents, and those of my hon. Friend the Member for Gower (Byron Davies), who has often made the case for electrification to Swansea, will benefit from that.

[Lilian Greenwood (Nottingham South) (Lab)]

Will the Secretary of State give way?

[Mr McLoughlin]

I cannot resist.

[Lilian Greenwood]

Would the Transport Secretary like to confirm that electrification of the Great Western main line was set out by a former Transport Secretary in 2009, and will he also confirm exactly how delayed and over budget it is?

[Mr McLoughlin]

The hon. Lady says that electrification was set out in 2009. It might have been. [Hon. Members: “It was!”] One has to wonder why the Labour Government waited 12 years, until they knew they were about to lose office—in 2010—before coming out with plans. We are the ones who have carried them though. Yes, the costs have gone up—I very much regret that—but overall it is still a worthwhile project. Had it been started 15 or 20 years ago, it would not be costing what it is today. Anybody can lay out plans. In fact, Labour is sometimes very good at it, but it always fails on delivery and leaves it to us.

As I said, we will be firing up the north and the midlands to take advantage of this transformational project. After overwhelming support in the House, the Bill has now moved to another place, and I look forward to the Lords Select Committee. I am a strong supporter of remaining in the EU, but I am glad that I will no longer be able to get a high-speed train only from London to Paris or Brussels but that soon they will run to Manchester, Birmingham, Leeds and Sheffield. No matter how big the scheme, it is now vital for Britain’s national infrastructure. We will always remember that the vast majority of journeys are local, which means that local transport and infrastructure are no less crucial to preparing Britain for the future. In that regard, we back safer routes for more cycling and better buses.

We are devolving power to our cities and regions to give communities a much bigger stake in local planning. Transport is just one aspect of that. As we heard yesterday, the neighbourhood planning and infrastructure Bill will give communities a much stronger voice and make the local planning process clearer, easier and quicker so as to deliver local infrastructure and support our ambition to build 1 million new homes, while protecting the areas we value the most, such as the green belt. Our reforms have already resulted in councils granting planning applications for more than 250,000 homes in the past year.

But our plans go much further. We want to become a country where everybody who works hard can have their own home, so the Gracious Speech also featured the local jobs and growth Bill, which will allow local authorities to retain 100% of local taxes to spend on local services by the end of the Parliament. That will be worth an extra £13 billion from business rates. Councils have called for more fiscal autonomy; now they are getting it—a real commitment from central Government, real devolution and real self-sufficiency for regions across England. It is arguably the biggest change to local government finance for a generation. The Bill will give authorities the power to cut business rates, boost enterprise and grow their local economies. As announced in the Budget, we will pilot the new system in Greater Manchester and Liverpool and increase the share retained in London.

It is little wonder that Labour Members are giving up on opposition and seeking new roles in life. I offer the shadow Home Secretary my best wishes for his mayoral nomination bid. He obviously does not think he is going to be Home Secretary after the next general election, and nor do I.

[Mims Davies (Eastleigh) (Con)]

I am proud of this Conservative majority Government for looking at whole issues when it comes to serving our local communities, such as on infrastructure and business rates retention. Where we have no local plans, the Government are giving communities an opportunity to intervene and draw more up. Almost 50% of commuting in my area is out of Eastleigh, and standing traffic and air pollution are a big problem.

[Mr McLoughlin]

I know how important transport infrastructure and connectivity are in my hon. Friend’s constituency—we have discussed them many times—and I hope that our transport policies, such as those I have set out today, will help bring about some of the changes she wants.

Yesterday illustrated just how we are devolving power for local transport services. The bus services Bill will provide new powers for local authorities to improve bus services and increase passenger numbers. It will deliver for passengers, local authorities and bus companies, all working in partnership together to improve services. We will replace the disastrous quality contract scheme pioneered when Labour was in office—a failed theory that has never been successfully applied over the past 16 years.

Stronger partnerships will allow local authorities to agree a new set of standards for bus services, including branding, ticketing and how often buses run. Passengers want to know when their next bus is going to turn up and how much it is going to cost, so the Bill will mandate the release of fares, punctuality, routes and real-time bus location information. This will help the development of more transport apps, as it has already done in London, right across the country. There will be new journey planners and other innovative products to help passengers get the most out of their buses. This is about delivering for customers and empowering local communities.

[Ben Howlett (Bath) (Con)]

rose—

[Mr McLoughlin]

I give way, I hope for the last time.

[Ben Howlett]

My right hon. Friend is incredibly generous in giving way. Will he confirm that the buses Bill will enable communities in devolved areas such as mine in the west of England to integrate smartcard ticketing, which will end up encouraging more people to use buses for less?

[Mr McLoughlin]

I certainly want to see more use of smart ticketing, and I think the bus companies are now addressing the issue. There will be criteria on whether local authorities can apply for the franchising. We will need to see whether my hon. Friend’s area lives up to those priorities.

[Andrew Gwynne (Denton and Reddish) (Lab)]

Will the Secretary of State give way?

[Mr McLoughlin]

Is it about a train that runs only once a week?

[Andrew Gwynne]

In one direction only! I would also quite like to have a train service that goes into Manchester, but my question is about smart ticketing. Will the right hon. Gentleman knock some common sense into the transport planners who are trying to reinvent the wheel? We have had a bit of a farce in Greater Manchester, where many millions of pounds have been spent on trying to develop the technology of the “get me there” card, when we all already have some technology for that in our own pockets. It is called a contactless card. Why do we have to reinvent the wheel? Why can we not just use the technology that exists?

[Mr McLoughlin]

The hon. Gentleman talks about the contactless card, and I agree with him that there are such new technologies. That is a fairly new technology, and people in London see it used regularly nowadays. These are the areas on which we should be moving further forward, and I hope we will be able to make that happen.

This is all about delivering for customers and empowering local communities. New powers to franchise services will be available to combined authorities with directly elected mayors, just as they are in London, and private operators will be able to compete through the franchising system. Together, these measures demonstrate the Government’s ambition to deliver transport that helps the public to get around and get about.

The coalition Government and this one nation Conservative Government have a record to be proud of: investment up; projects under way; journeys getting easier; backing growth, jobs and new technology; helping local people get the homes and the infrastructure they need; striking a fairer deal for local government; giving devolution to local regions; and making Britain a leader. A stronger economy is at the heart of the Gracious Speech, and transport infrastructure is playing its part.

[Lilian Greenwood (Nottingham South) (Lab)]

I echo the sentiments of the Transport Secretary on the loss of air flight MS804 to Egypt. Our thoughts are with the family and friends of the passengers and crew while we await the outcome of the investigations that are now under way.

Although we are not debating the Queen’s Speech that I would have wanted, it is fitting to start these debates on transport. The challenges facing this country’s transport networks are profound, and there are some important cross-party points of agreement for meeting them. I welcome the Transport Secretary to his place, but I must point out that his speech was a timely reminder of the need for Ministers to mind the gap between their rhetoric and reality.

The Secretary of State said that the Government were delivering investment, but let us look at the real Conservative record. We see bus and rail fares up by a quarter, billions cancelled from road investment schemes, new projects under threat, the hard shoulder stripped from the motorways, the wheels falling off the “cycling revolution”, a £12 billion maintenance backlog on our local roads, and rail punctuality at its worst for a decade—and, of course, the Government promised a northern powerhouse but inflicted a northern power cut instead.

That said, we welcome the Government’s stated intention to introduce new local transport powers, extending to the entire country the ability to introduce the successful models employed in the capital. I am sure that the whole House will want to extend its congratulations to Sadiq Khan, the former Member of Parliament for Tooting, who is now the Labour Mayor of London. It is, perhaps, a little-known fact that the new Mayor is the son of a bus driver. The proposal in the bus services Bill to extend London-style bus powers to the rest of the country is long overdue, and it is possibly no coincidence that the Transport Secretary did not even mention buses until 27 minutes into his speech. These plans could, of course, have been made in the last Parliament, but Ministers consistently opposed any proposals for the tendering of bus services to reverse the disastrous consequences of the Transport Act 1985.

[Mr McLoughlin]

I join the hon. Lady in congratulating Sadiq Khan on his election. May I ask whether she agrees with what he said in 2009, when he was a Transport Minister? He said then:

“one reason we are able to invest record sums in our railway service is the revenues that the franchises bring in and the premiums that they pay”.—[Official Report, 1 July 2009; Vol. 495, c. 430.]

[Lilian Greenwood]

I was very pleased that there was record investment in our railways under the last Labour Government. There are so many things that the Transport Secretary forgets to talk about. Every week I travel up to the midlands on the midland main line via St Pancras railway station; it has been transformed, and was transformed under a Labour Government, but he never mentions that.

I welcome the Transport Secretary’s damascene conversion to the cause of bus regulation, which might be described as a screeching U-turn. However, as always with this Government, the devil will be in the detail. We have yet to see the text of the bus services Bill, and it is a shame that it was not published in time for today’s debate. I remind Conservative Members that last year’s Queen’s Speech also promised a buses Bill. Madam Deputy Speaker, you wait five years for a Conservative Queen’s Speech that mentions buses, and then two come along at once—even if they are running late. We will subject the Bill to close scrutiny. It is vital for it to provide a legal framework that protects local authorities from eye-watering compensation claims, and to safeguard working conditions.

--- Later in debate ---

[Lilian Greenwood]

My hon. Friend makes a very good point, and it is no surprise that people in the city of Sheffield reject this Government completely.

The north was a powerhouse long before the Chancellor arrived, and it will be a powerhouse long after he has gone. On HS2, the Government’s delivery has been anything other than high speed. A decision on the route of phase 2 has been delayed by two years. I would like to remind Ministers of a Conservative party press release issued in Yorkshire on 21 April 2015. They should not worry—it is not about campaign bus expenses. No questions from local media were allowed, and it is not difficult to see why. The press release said:

“Phase Two of HS2 will also start construction from the northern ends, with the Leeds to Sheffield Meadowhall section made a priority to open even before the line as a whole opens.”

Those plans to build HS2 from the north have already been dropped—if they ever existed. Once again, we are faced with a Conservative election promise that has been broken.

Over the last fortnight, it has been reported that phase 2 is under review and that prominent critics of HS2 have been invited into the Treasury to set out the case against the project. Stations at Sheffield and Manchester airport could also be dropped, along with the Handsacre link—which would allow high-speed trains to run to Stoke and Stafford—even though the Secretary of State has given specific assurances in the House on the link’s future.

There are specific questions that the Government must still answer. If those reports have no basis, why did the Minister for Small Business, Industry and Enterprise say on Sunday:

“We need to...sort this out or Sheffield might miss”

out on HS2? Has what the Government call the “appropriate third-party funding contribution”, which the Transport Secretary said Manchester Airport station was dependent on, been agreed?

Two months ago, the House voted overwhelmingly in favour of HS2 on a specific understanding of the project. Of course costs must be kept under control, but it would be totally unacceptable if the plans for high-speed rail in the midlands and the north were downgraded by some unaccountable and secretive review.

Let us not forget the Government’s record—if it can be called that—on aviation. In 2009 the Prime Minister famously said:

“The third runway at Heathrow is not going ahead, no ifs, no buts.”

By last July, that had morphed into:

“The guarantee that I can give...is that a decision will be made by the end of the year.”—[Official Report, 1 July 2015; Vol. 597, c. 1473.]

It is difficult to take the latest pledge to report by this summer seriously, but perhaps the Government will surprise us.

While Ministers are failing to deliver on national transport schemes, local services are being severely squeezed. More than 2,400 bus routes have been downgraded or cut altogether. The Rail Minister said at Christmas:

“Our plan for passengers is improving journeys for everyone”,

but the reality is that commuters are being priced off buses and trains, and some season tickets cost £2,000 more than in 2010. Punctuality is at its worst in a decade—worse than when the network was still recovering from the Hatfield disaster. Ministers are considering further cuts to Network Rail’s maintenance plans.

The pothole crisis on local roads gets worse by the day, after local upkeep budgets fell by 27% in real terms. Even on walking and cycling—an area where the Prime Minister has a personal interest—I am worried that Ministers might have misinterpreted their brief. That can be the only explanation for publishing a cycling and walking investment strategy that is so utterly pedestrian. Targets for increasing walking journeys have been inexplicably dropped. I hope the Secretary of State will take advantage of national walking month to reverse that decision.

A year ago the Prime Minister said it was his “aim to increase spending” on cycling further, to £10 a head. However, analysis of spending figures obtained by my hon. Friend the Member for Cambridge (Daniel Zeichner) shows that Government funding for cycling is due to fall to just 72p per head outside London. It is clear that the Government have produced a cycling and walking investment strategy with no investment, and the promise to raise spending on cycling has been broken.

[Mr McLoughlin]

One of the problems of going first and not being able to follow is that the hon. Lady is asking a number of questions that I am unable to answer. However, I find it rather odd that she talks about capital investment, when David Miliband said in the 2010 general election:

“we’re going to halve the share of national income going to capital spending”—

that was on Radio 5 Live in July 2010. That was what the Labour party’s plans were. Our plans have been to massively increase investment in public transport and transport across the piece.

[Lilian Greenwood]

Would it not make a change if the Secretary of State actually took some responsibility in this place for the past six years and for the Government’s failings?

Across the country, the Government are failing to deliver the investment we need and to support local, sustainable transport. However, there can be no doubt that the situation would be even worse if we left the European Union. We are on the verge of making a decision that will affect countless generations. Europe has made real improvements to the quality of journeys in the UK and, from it, to the continent and beyond.

Although we need urgently to move to real-world testing, overall emissions from new vehicles have been reduced by up to 95% in the last few years alone, thanks to European standards. The EU is also a vital source of funding for national and local projects. Whether it is Crossrail, new intercity express programme trains or major ports upgrades, there is often European funding behind the transport improvements we desperately need.

If we voted to leave, airlines would lose their right to access the American market, spelling chaos for jobs in the aviation industry. Some of our largest car and train manufacturers have made it clear that inward investment and jobs depend on access to the single market.

The transport case for staying in the EU is overwhelming, as is the case in other policy areas. I hope that when we plan transport services over the coming decades, we do so on the basis of a renewed mandate for our membership of the European Union.

--- Later in debate ---

[Drew Hendry (Inverness, Nairn, Badenoch and Strathspey) (SNP)]

May I associate the SNP group with the comments made by Secretary of State and the shadow Secretary of State about the EgyptAir incident?

I will focus on three themes in my speech: first, the measures that we in the SNP welcome, at least in their outline descriptions; secondly, the areas in which we think that other options and measures could have been and, indeed, should be incorporated—it is never too late for Ministers to pay heed to and take forward such ideas, so I hope they are listening carefully—and, thirdly, the actions, examples and lessons to be learned if we are to take the steps required to deliver for the people of the nations of the UK.

First, I am sure the Secretary of State will join me in welcoming Fergus Ewing MSP to his new position as Cabinet Secretary for Rural Economy and Connectivity, and Humza Yousaf MSP to his new position as Minister for Transport and the Islands. I want to put on record my thanks to the former Cabinet Secretary Keith Brown MSP and the former Minister Derek Mackay for their work, some of which I will mention. They are both now performing new roles in the Scottish Government Cabinet, and I am sure that UK Government Ministers agree that they worked positively with them during their time in office.

[Mr McLoughlin]

May I echo what the hon. Gentleman has said? I heard about the new appointments just before I came into the Chamber. I very much hope that we can work together positively on a number of issues that affect both Scotland and the rest of the United Kingdom.

[Drew Hendry]

I am sure that where there is a progressive movement, that will be the case.

I want to start with those areas on which there is common purpose, and there are some innovative transport measures—or at least promises of them. That said, if such measures are to gain support, the rhetoric will need to be followed by an inclusive vision that benefits all the nations of the UK. An area where that is not yet clear is investment in further research on autonomous vehicles. Obviously, safety implications and their deployment will need to be considered.

Such investment is welcome, but it will be meaningless to most of the UK nations if it is not supported by the necessary investment and innovation to deliver a truly universal mobile communications network. Let us not yet again take an approach through which benefits are seen only in some urban areas of the UK. Future network licensing deals should include a requirement, in the conditions of the contracts, for rural areas to be prioritised. These areas all across the nations of the UK have suffered for decades because of ill-thought strategy and, indeed, ignorance about the needs of those outside the largest cities.

Linked closely to that is the need for broadband infrastructure. The SNP has campaigned for a universal service obligation for broadband, so we are pleased that that will be included in the digital economy Bill. The Scottish Government are committed to extending superfast broadband to 100% of premises—all businesses and homes. When I recently asked the Leader of the House in the Chamber to match that ambition, he said that he did not know how it could be done. I hope that the UK Government have, in the past few weeks, figured this out and that they will roll out action to match their words. If they do, it will indeed be positive news.

Putting the UK National Infrastructure Commission on a statutory basis is also welcome, but only if it looks beyond the old horizons and prioritises infrastructure for all the nations of the UK. To achieve that, we need more ambition on the development and deployment of electric vehicle infrastructure, so I agree with the remarks of the hon. Member for Nottingham South (Lilian Greenwood) about that. That and investment in autonomous vehicles must go hand in hand. It will be good if that happens, but let us see the detail because, once again, the Government should demonstrate that that matches the ambition of what they are saying.

We are entering a point in our development where, counter-intuitively, roads might actually provide another vision for the future of green transport, and I would like such an opportunity to be explored further by the UK Government. On green travel—indeed, on greener travel measures in general—we are seeking more ambition from the UK Government.

On active travel, we welcome the fact that the recent Budget did not remove salary sacrifice schemes—that will aid the promotion of cycling—but there is a huge opportunity for further investment in cycling, which would lead to healthier outcomes for people and healthy economic benefits. I urge Ministers to reconsider the lack of a strategic UK Government commitment to accelerating cycling infrastructure. Where is the promised five-year strategy and why, given the stated objectives in the cycling and walking investment strategy, is that not a headline at this time? We need greater vision, greater urgency and proof that words are equal to a true commitment.

The SNP Scottish Government are investing £l billion annually in public transport and other sustainable transport options to encourage people to get out of their cars. Since 2011, Scotland has built 190 km of cycling and walking paths to match the commitment to healthier lives for the people of Scotland, where the number of people cycling has increased by about a third since 2003.

When the Secretary of State mentioned HS2, he said, if I am quoting him correctly, that he looks forward to it going to Birmingham, Sheffield, Leeds and Manchester. Ominously, however, he omitted Scotland from that list. The Scottish Government have committed to working in partnership with the UK Government on HS2, but the UK Government must demonstrate their commitment. Will he now confirm that that is correct and commit to the line going to Scotland, with the full investment needed?

HS2 is not the only possibility for cross-border rail development. The Borders rail link—a programme delivered on time and under budget by the Scottish Government—is now open for investigation for an extension all the way to Carlisle. The Scottish Government have said that they will support a feasibility study. Will the UK Government match that ambition by agreeing to consider whether that can be realised for the people on the borders? I hope so.

On investment in green measures, there is a future for green travel for surface users—through active travel and electric developments in relation to road and rail, especially if powered by renewable sources—but there remains no vision from the UK Government on alternative fuels for air travel. Once again, the UK is stuck in the vapour trail on this issue. Oslo has already become the world’s first airport to offer sustainable biofuels to all airlines—Lufthansa, SAS and KLM have already signed up to that—but there is no such commitment in the UK. The UK Government can change that, and I again urge Ministers to include aviation in the renewable transport fuels obligation.

We welcome the UK Government’s commitment to do more work on a UK airspace strategy. Such a commitment is overdue, and we ask that action in this area is accelerated to address the deficit of more than 40 years. If we continue to ignore that, there will be an increased risk of delays, higher carbon use and a damaging impact on commerce. Tackling this, and coming into line with the European Commission’s single European sky initiative, offers an opportunity to boost the UK economy and benefit all the UK nations.

Speaking of things up in the air, although nobody will be shocked by the lack of a commitment to deciding on airport expansion, it remains the jumbo in the room. I know that our frustration is actually shared by Government Ministers. I am certain that, freed from internal pressures, they would have made a decision by now, but they remain paralysed by orders arising from internal party politics.

Madam Deputy Speaker, you were in the Chair on the occasion when I overran the two minutes for my response to a statement on yet another delay on airport expansion, because I was trying to list the broken promises in relation to the many dates by which Ministers and, indeed, the Prime Minister had promised there would be a full and final decision. Such promises have been broken over and over, but when someone hears that long catalogue of missed opportunities for leadership, the frustration and anger caused by these delays immediately becomes understandable. You will be glad to know that, rather than repeat that exercise, I will just quote the Secretary of State’s words from way back in October 2012. He said:

“in the south east the runways are filling up. And the jets are circling in our skies. That’s hitting our prosperity. It’s bad for the environment. It’s putting off investors. It’s costing jobs. And it’s holding Britain back.”

He was right, but that was nearly five years ago. In spite of those sage words, the runways are now fuller, more jets are circling, the environment continues to be damaged and investors have indeed been put off. Who knows how many jobs that has cost?

[Mr McLoughlin]

Given that the hon. Gentleman has now had time to study the Davies report and that he is so clear in his own mind, will he tell us which option he prefers?