Bus Services Bill [Lords]

Debate between Louise Ellman and Theresa Villiers

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

[Mrs Ellman]

My hon. Friend makes an extremely important point. She represents an area in which a successful municipal operator has been functioning very effectively for a long time, and gives us a clear example of how possible conflicts of interest can be addressed. Even at this late stage, I urge Ministers to look again at that issue.

Traffic management has not yet been mentioned. Buses are important not only for mobility, but in addressing environmental issues, and making transport around our cities and towns easier. Running buses cannot be dissociated from effective traffic management. While there are some relevant provisions in the Bill, I call on Ministers to consider activating the provisions in part 6 of the Traffic Management Act 2004 that would give local authorities powers to act on moving traffic offences. The Act is in statute, but the relevant section has not been activated. Local authorities repeatedly ask for it to be activated as it would be important in helping bus services.

[Mrs Villiers]

Does the hon. Lady agree about the importance of bus priority measures to make bus travel more reliable and therefore more attractive to passengers? Many local authorities are not prepared to make the quite courageous decisions required to deliver priority measures.

[Mrs Ellman]

The right hon. Lady makes an important point. Bus priority measures are indeed important; they are part of the range of measures available to local authorities when they are looking at how buses can be facilitated in their area and how to work with other traffic to make the best and most efficient use of road space.

The case for the Bill is clear, and the Select Committee welcomes it. We are pleased that it has come forward and very much welcome its comprehensive nature. Many of our communities suffer inadequate bus services. The existing regulatory framework is not fit for purpose, and previous efforts to restore it have not been comprehensive enough and have not been successful. The Bill makes important strides towards supporting bus networks throughout England, but more must be done to ensure that local communities and transport authorities have the information and powers that they need to provide effective bus services. This time, we must get it right. It is clear that we cannot afford another squandered opportunity for reform. I support the Bill, and it is supported by the Transport Committee.

Civil Aviation Bill

Debate between Louise Ellman and Theresa Villiers

Wednesday 25th April 2012 Commons Chamber

[Mrs Villiers]

I am very much aware of my hon. Friend’s interest in the UK Border Force, and I shall come on to those matters. However, on various occasions, I have had discussions with Home Office colleagues on those matters.

[Mrs Ellman]

On the same topic, how will passport control matters, which are the responsibility of the Home Office, be addressed under the licensing regime?

[Mrs Villiers]

As I shall come on to explain, I do not believe that the licensing regime is an appropriate mechanism to address issues relating to border controls.

The CAA sought initial views from industry in drafting the indicative licence. However, Parliament has not yet concluded its consideration of the Bill, so the CAA has not yet begun to consult on proposed licence conditions for each airport that will be subject to regulation. Until consultations have taken place no final decisions will be taken about what goes into the licence. However, if the Bill is passed as drafted the CAA will consider the extent to which it is necessary to include conditions on resilience and passenger welfare in the licence. The CAA expects activities that may be part of the new licence regime to include taking into account other obligations on service quality standards, and the success of codes of conduct and voluntary arrangements adopted by the industry. As the body with the relevant operational expertise, the CAA is well placed to determine appropriate and effective licence conditions. The amendments could undermine our goal of giving the specialist regulator a flexible toolkit to protect the passenger, so I hope that the Opposition will not press them to a vote.

Oral Answers to Questions

Debate between Louise Ellman and Theresa Villiers

Thursday 19th April 2012 Commons Chamber

[Mrs Villiers]

We believe that introducing smart ticketing across more of our national network is a very important way to improve services for passengers to make ticket-buying easier and more convenient and also as a way to assist our efforts to get better value for money for passengers and in terms of reducing the costs of running the railways. That is why we have allocated funding to projects to deliver smart ticketing in the south-east and why we are funding the interaction of ITSO with Oyster in London. We are determined that the sort of benefits that people have enjoyed with Oyster in London for many years can start to be enjoyed across a wide range of services across the national network.

[Mrs Louise Ellman (Liverpool, Riverside) (Lab/Co-op)]

The Government’s plans for the future of the rail service include the statement that Ministers wish to withdraw or reduce rail subsidies. What impact would this have on rail fares?

[Mrs Villiers]

What we want to do is get the cost of running the railways down so we take the pressure off fares and off the taxpayers’ subsidy. We need to be fair to both the groups that fund the railways and it is vital that we go forward with our programme to give better value for money and eliminate the inefficiency in the railways that arose under Labour’s term of office. In its term of office, fares rose and inefficiency increased dramatically in the railways.

Oral Answers to Questions

Debate between Louise Ellman and Theresa Villiers

Thursday 23rd February 2012 Commons Chamber

[Mrs Villiers]

The Government have a major programme of improving the capacity of our rail network to take freight, particularly the 9 feet 6 inches high cube containers that are such an important a part of international trade. That is why the railway control period up to 2014 will see about £350 million spent on upgrading the network. A crucial part of that is improving links to ports, for example between Southampton and the west coast line and on the Felixstowe-Nuneaton line. That will provide major benefits on carbon emissions, road safety and relieving congestion on our roads.

[Mrs Louise Ellman (Liverpool, Riverside) (Lab/Co-op)]

What actions is the Minister taking to improve access to ports outside the south-east?

[Mrs Villiers]

The hon. Lady will have heard of the proposals being taken forward to improve gauge clearance to Teesport, and we are working on a number of other schemes and projects to improve rail freight connectivity with our major ports. Despite the deficit and the pressing need to reduce spending, our work on the strategic freight network has continued, and we propose to continue it in future.

Oral Answers to Questions

Debate between Louise Ellman and Theresa Villiers

Thursday 10th March 2011 Commons Chamber

[Mrs Villiers]

I am very impressed with the work being done by local volunteers and enthusiasts on that project. I know that they have applied for lottery funding. As for the logistics of getting such projects up and running, they would need to think about long-term sources of funding and discuss their plans with Network Rail and local train operators, as well as local authorities. I understand that they are considering both heritage tourist use and commuter use. It is often very difficult to combine the two, so they might want to keep their ambitions within a reasonable scope if they are to succeed.

[Mrs Louise Ellman (Liverpool, Riverside) (Lab/Co-op)]

In view of the McNulty report’s interim findings, will the Minister refuse to go ahead with a policy of saving money by a wholesale closure of branch lines, which would create a second Beeching?

[Mrs Villiers]

There is no suggestion of doing that. The point of the McNulty review is to find a way to deliver current services—and, one hopes, more services in the future—at a lower cost to the taxpayer. It is vital that Sir Roy comes up with good proposals for doing that if we are to relieve the burden on the taxpayer and the fare payer.

Rail Investment

Debate between Louise Ellman and Theresa Villiers

Thursday 17th February 2011 Westminster Hall

[Mrs Ellman]

The hon. Gentleman makes an interesting point. We must all recognise economic constraints, but we have to consider seriously the implications of any policy that might price people off rail.

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

I hope that I can give the hon. Lady some reassurance. Of course we want to see passenger numbers increase. That is important for our economic future and for our environmental policies. We have had to take a difficult decision on fares in order to deliver the vitally needed rail capacity improvements. As we are dealing with an enormous deficit that we inherited from our predecessors, we have had to ask passengers to pay a bit more to contribute towards the investment that they want to see put into the railways.

[Mrs Ellman]

I thank the right hon. Lady for her comments. I recognise the Government policy context in which these decisions are taken.

Let me now draw attention to the issue of rolling stock. If people are going to be asked to pay more for their fares, it is reasonable to ask whether the rolling stock will be adequate to ensure that people have a reasonable journey. The more people pay, the more concerned they will be if the rolling stock is not adequate. The situation is extremely confusing. The announcements made by the Department for Transport on what rolling stock is to be provided, where and when have been unclear.

When our Committee issued its report last year, we expressed deep concern at the postponement in issuing the rolling stock plan for 1,300 new carriages that were expected by 2014, and at the uncertainty and confusion the delay was causing within the industry, but we recognised that the commitment to electrification legitimised the pause in assessing exactly what rolling stock was required and when. However, since then, little real progress has been made in delivering new carriages. Instead, we recently received another announcement by the Department that 2,100 new carriages would be delivered by 2019, 1,850 of which will be net additional vehicles. As my right hon. Friend the Member for Derby South (Margaret Beckett) said, many of these are for the Crossrail and Thameslink projects, which will then lead to electric carriages on the network being cascaded to other parts of the country, including the north. If and when that happens, I hope that it will not be a matter of the north getting the cast-offs from the south. I expect the stock to be in good condition and well suited to meet the needs of the people in the north.

Given that the completion dates for both Crossrail and Thameslink have been delayed to 2018, will the Minister tell us when these much-needed carriages that the industry has been waiting for, will finally be delivered? How many of those carriages expected by 2014 will actually be delivered by that date?

--- Later in debate ---

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

It is a pleasure to serve under your chairmanship, Mr Owen, and I, like everyone else, congratulate the Chairman of the Select Committee, the hon. Member for Liverpool, Riverside (Mrs Ellman), on securing this debate on such an important issue.

It has been a good debate, and we have at times been in danger of breaking out into a bit of cross-party consensus, which is extremely unusual on rail. It has been enlivened by references to Trotskyism and Leninism—the first time I have seen such elements enter into a debate on the railways. Everyone has recognised the crucial importance of our transport networks in general, and our rail network in particular, to our future economic prosperity, and to our ambition both to address environmental concerns, including those about climate change, and to deal with congestion on our roads by providing a viable alternative to the lorry and the car.

The coalition has pledged to cut the deficit and also recognises that securing growth is vital, which is why in the comprehensive spending review the Chancellor placed a priority on transport spending. As many Members, particularly the hon. Member for Luton South (Gavin Shuker), have acknowledged, transport projects can generate wider economic benefits many times their cost. I very much welcome the generous acknowledgement by my predecessor as rail Minister, the hon. Member for Glasgow South (Mr Harris), that the anxiety about a Conservative Government slashing spending on the railways has not materialised. Rail emerged from the spending review in a far stronger position than most people had expected, and that was acknowledged also by my hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard).

We have had to take a difficult decision on fares and I, of course, wish that that could have been avoided, but without the three years of RPI plus 3 increases, we simply would not be able to deliver the vital capacity improvements that passengers need. To make the sums add up, we had no choice but to ask passengers to pay more, but we are absolutely confident that passenger numbers will continue to grow. I was surprised that the Select Committee Chairman asked whether we were committed to new capacity and whether we expected growth to continue, because we are embarking on one of the most ambitious extra-capacity programmes in the history of the railways. That demonstrates our confidence that passenger numbers will grow, and our commitment to relieving overcrowding, which, as she rightly highlights, is a major concern.

[Mrs Ellman]

Do the right hon. Lady’s statements mean that she gives a categorical commitment to delivering the rolling stock as promised, and will she include in the conditions of future franchises a requirement to look at the health and safety implications of overcrowding?

[Mrs Villiers]

I will, in a moment, outline the Government’s commitments on extra rolling stock. Health and safety is a matter for the Office of Rail Regulation, which takes on board all such factors in its decisions on safety in the rail industry. There has been a significant improvement in safety on our railways over recent years, and we need to pay tribute to the fact that they are one of the safest forms of transport.

In response to the hon. Member for Glasgow South, we do not at the moment have any plans to reintroduce the flat cap. Affordability is the concern, but we will keep the matter under review, and see if it becomes more affordable in the future.

The improvements that we have promised are extensive, and over the next four years the Government propose to invest £30 billion in transport, £14 billion of which will support capital maintenance and investment in our railways. Major projects that we are funding include high-speed rail, Crossrail, Thameslink, Birmingham New Street and the tube upgrades. In answer to the question that the hon. Member for Liverpool, Riverside asked about carriages, we expect there to be about 2,100 new carriages on the rail network by 2019, of which about 1,850 will be additional capacity, and I shall go into a little more detail on carriages in a minute.

Transport (CSR)

Debate between Louise Ellman and Theresa Villiers

Thursday 25th November 2010 Westminster Hall

[Mrs Villiers]

I understand that all local authorities will have the opportunity to set up LEPs, but I am not an expert in how the process works. As has been acknowledged, there is a good case for LEPs getting together, so that we can consider transport matters across a wider area. It obviously makes a great deal of sense to consider units such as travel-to-work areas, which may be considerably larger than the LEP areas themselves. LEPs working together will be constructive.

[Mrs Ellman]

I thank the right hon. Lady for attempting to answer my question. Will she acknowledge that there is still a major problem in that LEPs have not been formed in many parts of the country? When the Committee visited Hull, local businesses expressed grave concerns about the inadequacy of the LEP structures. Although she states that her Government will not wait until the end of this Parliament to set up an appropriate structure to deal with transport issues, can she give me any timetable for when she will be able to do so? After all, if she decides to destroy one structure, she should have a better one already in place.

[Mrs Villiers]

As soon as LEPs are up and running, we will engage with them about our decisions on transport projects. If there are gaps in the LEP map, we will engage with the local authorities in those areas that are not covered by LEPs and take on board their views and concerns.

The hon. Member for Cheltenham mentioned reform of the appraisal system. As he acknowledged, we have made efforts to reform the New Approach to Appraisal system to put a more realistic price on carbon, and to address the anomalous emphasis on additional fuel duty revenues for the Exchequer being discounted from the overall cost of the project. Further reform is planned, but it is important to reform the system so that we have a more realistic assessment of the carbon impact of different transport choices because we want to choose the projects that are consistent with our climate change goals.

The Chairman of the Transport Committee expressed concerns about emergency towing vehicles. Ship salvage is a commercial matter between a ship’s operator and the established salvage industry, and we have every confidence that there is capacity in the salvage industry to support ships in difficulty from September 2011 at commercial rates.

As for rail, it is very clear that we have had to take a difficult decision on fares. Of course, I wish that we could have avoided that, but the scale of the deficit that we inherited severely constrains our choices. Without the three years of retail prices index plus 3% increases that we announced, it simply would not be possible to deliver vital capacity improvements that passengers need.

The hon. Member for Liverpool, Riverside emphasised the importance of rail services in tackling climate change; I agree and that is why we have made such a major commitment to investment in rail. She also emphasised the importance both to passengers and taxpayers of getting value for money from the railways. She asked me to pre-empt the publication of the McNulty review. I had better not do that, but she will appreciate that one of the key problems that has been identified across the industry is the mismatch between incentives. Aligning incentives more effectively between the train operators and those responsible for maintaining and running the tracks is one possible way in which we can start to reduce costs in the rail industry and put our railways on a more sustainable financial footing. That is essential if we are to deliver value for money for passengers.

The hon. Lady also called for more transparency around fares; there is scope for that. Greater efforts are under way to ensure that consumers know exactly what deals are available. Increasing consumer understanding of the range of rail fares is an important goal. She also recognised that some fares are considerably lower than in past years. That is not something that one would recognise from reading the papers, but lower fares are out there, and increasing numbers of passengers are taking advantage of them. That said, we understand the concerns of many commuters about rail fares. As I have said, we have been forced into a difficult decision by the deficit that we inherited.

We have seen a shift in departmental priorities. Rail has come out much better from the spending review than other transport programmes. The programme of rail capacity upgrades is extensive—arguably, the most extensive in modern history. Crossrail is going ahead according to its original scope. Despite all the scare stories, there has been no announcement that the limbs will be amputated. We expect services to be phased in from 2018 across the Crossrail network. Savings worth some £1 billion have been identified through addressing risks and undertaking an engineering-led review of the most cost-effective way to deliver the central section, including lengthening the delivery time by around a year. We continue to work with Crossrail Ltd, the Mayor and Transport for London to optimise the scheme’s value for money.

My hon. Friend the Member for Ealing Central and Acton emphasised the importance of pressing ahead with work on the new stations. I am pleased to hear that she will be able to see the station designs for Ealing Broadway soon. Our goal is to keep up the pressure to ensure that we meet the delivery timetable that has been set.

The Chairman of the Transport Committee expressed concern about the position of TRANSEC and the budget allocated to transport security. There will be reductions of 25%, but it is well worth emphasising that the total industry spend on aviation security is more than £350 million. The bulk of the spending on aviation security is made by the industry because it delivers aviation security on the ground. She will appreciate that the 25% reduction that was discussed in the Committee yesterday relates to departmental activity, which is the overview, the policy, and the regulatory and supervision aspects. The savings are deliverable without compromising security outcomes. We recognise that maintaining passenger safety and security is of paramount importance. Administrative reform and reorganisation—rationalising certain training programmes, having to target our research programme and reducing some of our network of aviation advisers around the world—will enable us to deliver those savings without compromising passenger security.