Tamar Crossings
Luke Pollard Excerpts(7 months, 2 weeks ago)
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Mrs Sheryll Murray (South East Cornwall) (Con)
Before I start, I give an apology: so many Members asked to intervene in this debate that I have decided not to take any interventions in the interests of time. I do apologise to the hon. Member for Strangford (Jim Shannon). [Laughter.]
I will start by setting out a brief history. In the 1950s, it became clear that a bridge was needed between Plymouth and south-east Cornwall, as the existing ferries could no longer cope. The councils went to the Government, but the Government of the day could not afford the bridge just after world war two. A decision was taken at council level to fund a bridge at Saltash and incorporate what they called the floating bridge at Torpoint. Those integral parts of the Tamar crossings were set out in an Act of Parliament and given the go-ahead. The crossings have become critical pieces of national infrastructure, with around 4,000 vehicle crossings a day in the early 1960s becoming around 4,000 vehicle crossings an hour today on the bridge alone.
Between 2001 and 2005, I was a member of the Tamar crossings joint committee while serving as a Cornwall county councillor. The minutes are no longer easily accessible, but I remember that a sum of money was set aside for replacing the three crossings at Torpoint, as the 50-year-old chain ferries needed replacing. It is important to note that, as far as I can remember, no loans were taken by the joint committee before that time. Around the same time, it was found that the Tamar bridge could not support the European requirement for goods vehicle weights or the quantity of traffic, and money was needed to strengthen and widen it with the installation of two cantilevers.
To carry out those essential works, it was decided to take out a loan to cover the cost of the replacement ferries from the then Cornwall County Council. I do not have the full figure, but I remember that the loan was around £10 million over 25 years. I launched the second chain ferry, Tamar II, at Ferguson boatyard on the Clyde. What could not be foreseen is that this set a trend, which many will say was unavoidable, where borrowing has been seen as the way to cover maintenance costs, and renewing, replacing or even building new infrastructure.
The language since I sat on the joint committee has also changed, with council officers now claiming the crossings are on a “user pays” basis, rather than using what is set out in the Acts of Parliament which clearly state that they should be “self-funding”. That would indicate that the only way to fund the maintenance costs and new infrastructure is from toll income, which is clearly not the case. That is backed up by the fact that income is already generated from other means, including advertising boards on the ferries and operating the studs in the Saltash tunnel on behalf of National Highways.
Today, should the Secretary of State agree the latest toll revision order, the tolls will have increased by 100% in four years. For many people who use the crossings to access the district general hospital at Derriford in Plymouth, travel to their place of work or visit our main city, they face what can only be described as an additional tax of £15 per week. I accept that a concession is available through the TamarTag, but it comes with an initial charge and a monthly service charge, which does not make it cost-effective for the non-regular users among my constituents, or those of my right hon. Friend the Member for Plymouth, Moor View (Johnny Mercer).
The financial situation has now become quite serious. The two local authorities responsible for the crossings should, according to the Acts, fund any deficit, but they say they have no budget for that. Decisions have been taken over the years in a piecemeal way to increase borrowing, rising from around £10 million for the initial loan to around £41 million and increasing. If this was a business, it would be bankrupt.
Various decisions have been taken that have not paid attention to good financial practice. During the covid period, Government grants paid to both local authorities amounted to £1.6 million in total, which I believe represented about 85% of the reduction in income, yet despite the joint committee agreeing ways to mitigate the risk for toll collectors, two weeks later the Liberal Democrat portfolio holder and joint chair for Cornwall and the Labour portfolio holder and joint chair for Plymouth took the decision to stop charging tolls altogether. Had they not taken that decision, which was not put to the joint committee, the additional 15% shortfall in income could have been received. My constituents, and those of my right hon. Friend the Member for Plymouth, Moor View, are clear: this cannot go on. Our constituents are being penalised for living and working on different sides of the Tamar, and it would seem that no one cares.
The Road Haulage Association faces similar excessive charges. Figures it has provided me with, which do not take account of the increase outlined in the latest application, show that an average member based in south-east Cornwall with seven trucks ranging from 18 tonnes to 44 tonnes paid tolls of £4,550 in 2020. That rose to £6,881 in 2022. The 2023 cost, to August 2023, amounted to £5,409. Another haulier with a fleet of 50 trucks in 2020 faced tolls of £32,083, which increased to £58,100 in 2022, and the cost to August 2023 with 75 trucks was £90,730. A final example is that of a national operator with a local distribution centre based in Plymouth, with between 150 and 200 trucks using the crossings, who faced toll costs of £50,000 between December 2020 and July 2021. Those costs rose to £86,000 between August 2022 and July 2023, and that will be reflected in the prices paid for goods by people in Cornwall and Plymouth.
My constituents cannot be expected to continue to fund vanity projects such as multimillion pound offices on top of the council tax that they already pay to the two authorities. I notice that other projects are planned such as the refurbishment of the toll collection booths at the Tamar bridge, which are not yet 20 years old, and when an automatic number plate recognition system is already being explored. There is a proposal to upgrade the offices and workshops at the Torpoint ferry. I do not believe that enough attention has been paid to cost savings or to generating income other than tolls, but we need to change that. Income could come from a shop or restaurant incorporated at the offices—an idea that was raised by my friend Councillor Lennox-Boyd. There is land held by the bridge that is not fully utilised. There are also further marketing opportunities at the crossings.
The Minister will know that my right hon. Friend the Member for Plymouth, Moor View (Johnny Mercer) and I met with his predecessor, and I have met him about this situation. The Peninsula Transport Group has also submitted a request for some funding towards the annual maintenance costs of the Tamar bridge, which could be awarded from road investment strategy 3. The bridge is an integral part of the A38 trunk road, which was relocated to run through Saltash when the bridge was constructed. Prior to this, the trunk road ran through Torpoint and was joined by the ferry which was described as a “floating bridge”. I believe that the funding that the Peninsula Transport Group has requested should be conditional on no increase in tolls for the next five-year period and be accompanied by the setting up of the promised working group to look at the future funding of the crossings, outside of but including the two local authorities.
It should be noted that there are other ways to cross the Tamar, but they are not local to Plymouth, the largest city on the peninsula. The other main crossing is via the A30 at the Dunheved bridge which is over 20 miles away by road from Saltash. That bridge was built by the Government in around 1978 as part of the Launceston bypass. It is maintained by the Government—indeed, it had to be rebuilt just under 20 years ago due to concrete cancer—and there is no toll at this crossing.
There are also a number of very old bridges, such as the one in my constituency at Gunnislake New Bridge. That crossing is not fit for large, heavy lorries, and has on many occasions suffered damage and been out of action. Indeed, recently the Labour councillor for Gunnislake has highlighted the air quality of the village and suggested that another bridge be built. One could ask if the shadow Chancellor would agree to that.
I also note that in 2012 the Government deferred the debt on the Humber bridge by £150 million, conditional on the tolls being halved. All I am asking is that the Tamar crossings are treated in the same way. The crossings are vital for both Cornwall and Plymouth and complement each other. They are quite rightly linked by Act of Parliament and must never be separated. If an incident occurs on the bridge, the Torpoint ferry service is necessary, and I would ask that any financial contribution is also conditional on the current timetable for the Torpoint ferry being retained at least on current levels of service. Sadly, some local opposition councillors and MPs have made comments in the press about a reduced service for the ferry if no toll revision order is granted, which is unacceptable. It is time to stop this politically motivated scaremongering—
Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
Will the hon. Lady give way?
Mr Deputy Speaker (Sir Roger Gale)
Order. The hon. Lady has made it plain that she is not giving way.
Guy Opperman
I will not give way; I will echo the approach of my hon. Friend the Member for South East Cornwall.
It is the responsibility of the Tamar bridge and Torpoint ferry joint committee to work to find efficiencies in the operating costs so that the crossings are run as cost- effectively as possible. I would also like to raise an important initiative that is being taken forward locally: the Tamar bridge and Torpoint ferry joint committee has agreed its new “Tamar 50” approach. I cast no aspersions on whether it is a good or bad approach—it would not be appropriate for me to do so—but it is important that I put on the record that the Government are aware of the approach.
Clearly, the nine-point plan that the committee has set out provides users of the crossings with a more stable and certain future. Ideally, there is a degree of confidence on the way ahead, and people can see visible improvements to the structure. Critical safety works and the operational necessities that apply need to be seen. As I understand it, the plan includes work to look at the feasibility of free-flow tolling. That could be considered when a suitable funding source becomes available. My hon. Friend has addressed that, and I take her points with due seriousness.
As the Prime Minister outlined on 20 March, this is a real opportunity for key stakeholders to make their views about the crossings heard, and I encourage all colleagues and constituents—not just the thousands with strongly held views who have submitted the petition, and not just my hon. Friend with her many letters—to come forward with their views.
Guy Opperman
I do not think it appropriate in these particular circumstances, bearing in mind the individual restrictions that I have in addressing these points.
My hon. Friend the Member for South East Cornwall has put her points strongly on the record. We take due notice of that. There is a quasi-judicial process that follows, and we hope that will be expedited and take place very soon.
Question put and agreed to.
Oral Answers to Questions
Luke Pollard Excerpts(1 year, 5 months ago)
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Huw Merriman
I pay tribute to my hon. Friend, who is a champion of rail in the north-east. I thank him for his long-standing support for this scheme and for sponsoring the bid for restoring your railway ideas funding to reopen a station at Ferryhill. The updated strategic outline business case for the Ferryhill-Middlesbrough proposal is with the Department and we will be looking at it shortly.
Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
Railway ticket offices are essential railway infrastructure. The Minister has said that his hope is that staff will be redeployed on to the concourse, so can he comment on the fact that the planning assumption for Great Western Railway, once it closes the ticket office in Plymouth, is that it will cut the number of roles at Plymouth station by 42%, as part of a 40% cut in the workforce across the network in the south-west? Is that his actual plan? Can he also publish the letter of instruction sent by his Department to train operating companies requiring them to start the consultation on ticket office closures?
Huw Merriman
I certainly intend to be as transparent as you would expect in this regard, Mr Speaker, so I will look into the hon. Member’s request. I re-emphasise that this is a consultation by the train operators. His own train operator will no doubt take his comments about the station in his constituency on board. That will then be assessed by the passenger body and, if matters need to be worked upon, I would expect those two bodies to do that. If that cannot occur, it moves to an ultimate determination in the Department for Transport.
Oral Answers to Questions
Luke Pollard Excerpts(1 year, 9 months ago)
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Ian Levy (Blyth Valley) (Con)
Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)
Covid-19 resulted in significant reductions to bus service levels and passenger numbers. To mitigate that, the Government have provided more than £2 billion in emergency and recovery funding to keep vital bus services running. On 17 February, we announced a further extension to that support until 30 June. As a result, bus service provision in England outside London remained at more than 85% of pre-covid levels in 2021-22, despite patronage and commercial fare revenue remaining significantly lower.
Mr Holden
I thank my hon. Friend for his question. The Government know how important bus services are to local communities across the country, which is why we recently announced additional investment of £155 million not only to continue protecting those services but to ensure a three-month extension to the £2 cap on bus fares to help working people in places such as Blyth Valley who are getting out there every day. We want to help to address the cost of living crisis and encourage people back on to our network. We are committed to working with the sector to ensure that bus services reflect the needs of communities and deliver our ambition for everyone with access everywhere.
Luke Pollard
I do not expect the Minister to know about the 31 bus route in Plymouth, but I do expect him to care about the people who can no longer get that bus because it has been axed—the older people who cannot get to their GP or hospital appointments as easily or bring back their shopping from town. Will the Minister agree to adopt Labour’s policy of handing power over bus routes back to communities? Will he finally give the south-west its fair share of bus funding?
Mr Holden
I thank the hon. Member for his question. Plymouth City Council receives £85,000 a year through the bus service operators grant and has been allocated a total of £599,000 in emergency and recovery funding for bus services since March 2020. I would be delighted to look at that further, and look forward to visiting Plymouth in the near future.
Seafarers’ Wages Bill [Lords]
Luke Pollard Excerpts(2 years ago)
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Mr Harper
We think the definition in the Bill at the moment will capture the vast majority of the services we wish to capture. We think that defining that in the way that we have makes it more difficult for people to avoid than it would be if we were very specific about types of vessels, for example. I am conscious that a number of people wish to speak in this debate, so I will make a bit of progress before taking any further interventions.
We said from the start that where new laws were needed, we would create them, that where legal loopholes—which the hon. Gentleman referred to—were cynically exploited, we would close them, and that we would strengthen employment rights. That is why the Bill is important. Operators of regular services to the UK will be required to pay their crew a decent wage if they want to access our ports, and it will remove the incentive for other, unprincipled firms to drag down pay for seafarers with close ties to the UK.
Under the existing national minimum wage legislation, not all seafarers who regularly call at UK ports are currently entitled to the UK national minimum wage. It cannot be right that seafarers who frequently work in the UK and in our territorial waters are not entitled to the same as other workers simply because they work on an international, rather than a domestic, service. The Bill will fix that particular issue. I recognise that there are other issues that people wish to deal with, but the Bill deals with that. It does not amend the National Minimum Wage Act 1998, but it makes provision for seafarers on services in scope of the Bill to be paid at least a rate equivalent to the national minimum wage.
Since March, we have consulted extensively with the industry to make sure the measures we are discussing are workable. Those discussions have been productive and are continuing. As was just alluded to, the legislation will apply to international passenger or freight services that call at UK ports on at least 120 occasions in a year, which equates to 72 hours on average. Harbour authorities will be empowered to request declarations from operators of services to confirm that they pay their seafarers no less a rate than that equivalent to the national minimum wage. If they do not provide that declaration when requested, harbour authorities will have the power to impose a surcharge, or may be directed by the Secretary of State to do so. It will not be a profit-making exercise for harbour authorities. They may only use the money raised from the surcharge for the discharge of their functions or for provision of shore-based seafarer welfare facilities.
We hope the surcharge is never required. The point of it is to be a disincentive to operators paying low wages. It will be set at such a rate that it does not make financial sense for operators to underpay staff. If they do not pay the surcharge when it is levied, harbour authorities will be empowered to deny access to the port. That will not be an onerous responsibility for harbour authorities; beyond accepting the declarations, they will not be responsible for checking the details of seafarers’ pay. The enforcement role will be carried out by the Maritime and Coastguard Agency, which will undertake inspections and investigations and, if necessary, prosecute offending operators.
Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
I am curious about denying access to ports. What consideration has the Secretary of State given to granting powers to detain a ship in port? Denying an operator access to a port may simply mean that it moves to a different port of the United Kingdom; detaining a ship would mean much greater risk for the operator, which will surely mean greater compliance.
Mr Harper
We judge that the risk of operators moving to or operating out of a different port is relatively small. The routes on which they operate are the profitable ones, so ceasing to operate on them would not make business sense. We think that denying access to a port is a proportionate response to the problem, so we have settled on that measure as the appropriate solution.
We will draw up regulations and guidance setting out further details of how the legislation will work. They will be subject to consultation to ensure that our measures are practical and effective and that people cannot avoid them. Feedback from the industry has been crucial throughout the process. Ferry operators told us that inclusions or exclusions based on type of service would create market distortion and ambiguity, so the only specific exclusion in the Bill is for
“a service that is for the purpose of leisure or recreation, or…a service provided by a fishing vessel.”
Mr Harper
The hon. Gentleman makes a very good point that illustrates why I will have legal powers to enforce whether a port levies the surcharge: to deal with any issues where there is a conflict. He makes a perfectly fair point, and we have thought about how to deal with it.
Our analysis shows that the arrangement that we have set out will capture the vast majority of ferries to the UK, but without including services such as deep-sea container services or cruises. Those services will remain out of the Bill’s scope, because they do not call at UK ports frequently enough that the seafarers working on board could be said to have sufficiently close ties to the UK.
We will continue to engage with industry throughout the passage of the Bill. We intend to consult on regulations and supporting guidance, which will include setting the framework within which harbour authorities will set their tariffs for surcharges and the method of calculating the national minimum wage equivalent rate.
It is important to remember that the Bill is just one part of a wider plan to protect seafarers’ welfare. It will not solve all the issues brought to light by P&O Ferries’ actions, but it is an important step. That is why we continue to discuss seafarer protections and welfare with a range of close European partners, including discussions about the creation of minimum wage equivalent corridors to encourage the payment of fair wages on entire routes. To continue to improve the protection of working conditions for seafarers, we are developing the voluntary seafarers’ charter.
Luke Pollard
There has been a race to the bottom, with P&O Ferries creating a toxic culture, but not all ferry companies are doing the same. Brittany Ferries operates out of Plymouth; it provides a significant lifeline route between Plymouth, Roscoff and Santander that is vital for our exports of agriculture and fisheries products. Does the Secretary of State agree that it is not about P&O Ferries alone? There are examples of good practice among UK ferry operators; it could well be improved, but it is good practice. The race to the bottom that P&O Ferries started is not one in which all UK and French ferry operators want to participate.
Mr Harper
The hon. Gentleman raises a very good point. The point of the Bill and the nine-point plan is to ensure that ferry operators that want to operate in a responsible way are not forced out of business or forced to drop their standards by unscrupulous operators. He also makes the point that services to Plymouth are incredibly important; speaking as a south-west Member of Parliament myself, I want to make sure that they can continue.
Iain Stewart (Milton Keynes South) (Con)
It is a great pleasure to make a short contribution to the debate on this important Bill, as Chair of the Transport Committee. I welcome the Bill, although I appreciate that it is not the full solution to the issues that were uncovered by the disgraceful behaviour of P&O earlier this year. Following that incident, the Transport Committee and the Business, Energy and Industrial Strategy Committee held a joint evidence session, and produced a number of recommendations.
One of those key recommendations was that the omission of seafarers from the extension of the national minimum wage, which happened in 2019-20, should be removed, so that the national minimum wage applies to seafarers on journeys to and from the UK. I am pleased that this Bill delivers on that recommendation, but it is not the whole solution to the problems. I welcome further progress on the nine-point plan that the Secretary of State has outlined today.
I have a number of questions on the practicalities of implementing this Bill, which perhaps the Minister could address in his response. I appreciate that some are quite technical, so if he would prefer to write or address them in the Bill Committee, that would be helpful. The first is to pick up the point raised by my hon. Friend the Member for Hendon (Dr Offord). International maritime law is very complex. I would like to probe to ensure that nothing in the Bill will inadvertently cut across provisions in international legislation. I am not a lawyer—I freely admit that. I have done a quick scan of the relevant law and I do not think that the Bill has unintended consequences, but one of the duties of Parliament is to prevent that. If the Minister could give me some reassurance, that would be welcome.
The second point picks up on what the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard) raised on port hopping. Are harbour authorities the best body to enforce breaches of the law? I am reassured by what the Secretary of State said in response to the hon. Gentleman, but I would like to probe a little further. Would the Maritime and Coastguard Agency be a better body to enforce breaches of the provisions of the Bill to prevent the port hopping risk? I do not think it is a serious risk but it is worth exploring further to have a comprehensive settlement.
Luke Pollard
I thank the hon. Gentleman for mentioning my intervention. The concern of Opposition colleagues is in relation to when the ferry operator has a commercial stake in the harbour authority. I wonder whether there should be an automatic pass-through where there is a commercial link, so that powers automatically go to the Government and there can be no suggestion of any conflict of interest in the regulation of those fines and surcharges?
Iain Stewart
That is a fair question. I was reassured by the Secretary of State’s answer that the Government have thought about that. That is why the Secretary of State has the power to intervene when he thinks that the harbour authority has a conflict of interest. I am sure that it will be explored further in Committee. I was satisfied on that point; my concern was with regard to a vessel that might skip around different ports or adjust the timetable, as was mentioned, to get around that. I am not saying that the MCA is the most appropriate body, but I would like to check that.
The third point I want to raise is on the minimum wage corridor that the Secretary of State mentioned. The joint Select Committee session flagged this up. Work is ongoing with a number of European countries to try to establish those, but an update on how those discussions are going would be welcome. This is a good Bill and I welcome it. It is not the full solution but is a very welcome step forward.
Finally, if you would indulge me a minute, Madam Deputy Speaker, this is probably the last time I will speak in the Chamber this year. May I add my good wishes to all the staff of the House for Christmas and the new year? I particularly thank the Clerk of the Transport Committee and her staff who have made me so welcome as the new Chair and have been very helpful steering me in the right direction.
Zero-emission Buses
Luke Pollard Excerpts(2 years, 5 months ago)
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Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
It is good to see you in the Chair, Mrs Murray. With your permission, I will talk about the bus service that covers my constituency and the one you represent.
I thank the right hon. Member for Scarborough and Whitby (Sir Robert Goodwill) for introducing this debate so well. Buses matter, and there are not enough debates about them in this place. There seem to be five debates on trains for every debate on buses, and I am afraid I am as guilty as other hon. Members for ranting about trains all the time, missing the fact that far more people use buses every day than use trains.
The right hon. Gentleman made a strong case for having a clear plan to move the propulsion of our bus fleet from diesel to electric or hydrogen. That matters. I will talk about the difference between electric and hydrogen buses—especially those that serve parts of the world such as the far south-west, where we have very intense urban areas in Plymouth but the bus network also provides lifeline services for our rural communities. There is not currently a single propulsion method that would work for both environments. That is why, when we look at zero-emission buses and the green buses of the future, we need to understand that fast-charging electric buses are a good idea for urban areas, and that we must invest in hydrogen to sustain rural routes, especially those with long distances between stops. That means a different type of infrastructure to go with the buses.
I agree with the right hon. Gentleman that we need more British-built buses on our roads, but we also need more British-built infrastructure to support them. It is not only the capital cost of the buses that we need to look at: currently, a zero-emission bus is considerably more expensive than the equivalent diesel bus. That is result of the market not being able to sustain the volume of bus construction that we need to reduce those costs, and of the capital cost of innovation and experimentation on those buses to ensure we get the technology right. We need to order at scale to reduce the per-unit cost of buses, but we also need a plan so that local authorities, bus companies and transport bodies can invest properly in their communities.
Last week, I met our brilliant local bus company, Citybus—which also provides the Go Cornwall services that you will be familiar with, Mrs Murray—to discuss the ideal solution in Plymouth, which is additional fast-charging locations in Plymouth and a hydrogen network to sustain routes from Plymouth into Cornwall, west Devon and the South Hams. That means doubling the infrastructure that is required for a single bus company, although buses would be operated under different brands in different parts of the region. That is quite a considerable capital outlay.
The industry is looking for a clear direction. The right hon. Gentleman asked when the promised buses will come, which is fair. I think the Government have over-exaggerated and over-spun the policy.
Sir Robert Goodwill
The hon. Gentleman is absolutely right that the up-front cost of an electric battery or hydrogen bus is more, but of course the lifelong cost of the bus is less. It is a bit like nuclear energy: it is all up front. That is why the Government are introducing the scheme to reassure the market that it can invest in the buses. Incidentally, the majority of bus routes can manage on an overnight charge, but there are certain routes that might need a top-up during the day. Electric might not be the answer for very steep routes, which is where hydrogen comes in.
Luke Pollard
I think the right hon. Gentleman has been to Plymouth and has seen our hills. We certainly have a need currently for mixed-mode propulsion as a transition technology until we get to a 100% green bus fleet, so we need capital investment in that, and I agree with what he says about the per-unit price. Investing in low-emission and zero-emission buses is good not only economically, but for our public health and our planet, and we need to make that case much more.
When we look at how to support bus infrastructure, one of the things we need to decide is what that means in practical terms. Does it mean fast-charging bus locations that are not located at the bus depot, for instance? Do we need to encourage bus companies to buy up interim stops? They could simply be warehouse slots along major routes, for instance, where fast charging might sustain a bus and enable it to continue all day. However, Citybus has said it would need more buses to sustain a fully electric fleet. That is simply a factor of how long it takes to charge a bus and what the demand is during a particular period.
Jim Shannon
The hon. Gentleman is making a critical point, but does he agree that we must have a strategic, laid-out plan for how to achieve that? It cannot be left entirely to the bus companies to, for instance, purchase a portion of land where they can put their charging points. If we are to make sure this happens, it has to be strategic and Government-led, in co-operation with councils and companies. It will only happen if we all work together, which I think is the point the hon. Gentleman is making.
Luke Pollard
I am grateful for that intervention, because it leads me to my next point, which is about how we create that infrastructure. It needs to be created against a plan, which is one of the areas in which the Government could do more work, to put it kindly. Transport is a patchwork quilt, with devolved responsibilities, retained responsibilities and different councils having different responsibilities regarding bus services, let alone the procurement of transport systems—for instance, we have a very mixed picture on that score in the far south-west compared with areas such as Manchester or the west midlands. We need to have a clear plan so that we know that investment is timely and well spent. If, for example, we do not have an understanding that we will need more superfast chargers for bus services—but not at the main bus depot—to be built into the economic plan for our location, it is going to be harder for us to get the bus services that we need and the transition away from diesel engines that we all want.
When it comes to bus infrastructure, it is not only the charging infrastructure that matters: we have to make sure that people actually get on the buses. Bus patronage is a key factor in the transition to zero-emission buses, because if it continues to be below pre-pandemic levels, it will not be economically viable for many bus companies to invest in higher unit price buses, nor to run the frequency of services that communities deserve to keep them going. In Plymouth—as you know very well, Mrs Murray—our council plan to remove one third of Plymouth’s bus shelters, which makes waiting for a bus in a city famous for its rain a little bit more awkward. I want to encourage more people to get on a bus; I want people to use buses more frequently. That means the entire end-to-end journey for a passenger getting on a bus needs to be made more efficient, more comfortable, ideally cheaper, and more environmentally responsible.
That brings me to my final point, which is about air quality. A key factor in the drive to move from diesel buses to zero-emission ones, be they electric or hydrogen, is the impact of diesel bus fleets on the air quality of our communities. The air-quality improvements that we have seen in London since the ultra low emission zone was introduced, and in the trials that Transport for London has done in removing diesel buses from certain routes, have been considerable. I want a clean air Act to be introduced, and Labour has been making that case, but such an Act needs to be backed by actions to deliver cleaner air. One of those is to set a clear date for phasing out diesel engines, not just in cars and vans but in buses, too. Buses have greater usage than cars: a bus that is used nearly the entire day will clearly have a bigger air-quality implication than, for instance, a diesel car that is used twice a day for short journeys. That is why we need extra urgency when it comes to removing diesel buses: not just because of the carbon emissions, but because of the air-quality improvements, especially the reduction in the NOx—nitrogen oxides—that have such a bad effect on our lungs and our hearts in particular.
Sir Robert Goodwill
The hon. Gentleman is making absolutely the right point. One of the problems we have is that some very old buses still operate on routes around the country. Some of those buses—and, indeed, taxis—were displaced from London as the clean-air technology came in. We need to get rid of those old buses. The Euro 6 buses perform well on our streets, but we have all seen some very old buses up and down the country that still contribute a lot to poor air quality.
Luke Pollard
I agree with the right hon. Gentleman. The cascading of older stock—be that train rolling stock or buses—to the regions means that, in many cases, they receive the poorer-quality engines and have poorer air quality. They will continue to have poorer air quality for a lot longer than some of our big urban cities, which are able to use their mass to invest in addressing the problem.
I am grateful for the opportunity to talk about Plymouth Citybus and its plans for the future. I want every bus in Plymouth and throughout the country to be a zero-emission bus, and I want to see more people use our bus services. I want to see them being made cheaper, but for that to happen we need bus companies and bus manufacturers to have the confidence to invest. I want to see more of those buses being British-built, and I want to see us proudly manufacturing the future of green transport in this country. I think that is possible, but for it to happen, we need the Government to have a clearer plan on the production and manufacture of not only the bus but the battery, and we need the infrastructure plan to accompany it. I sometimes feel that the infrastructure plan does not get a fair hearing in this debate, so I hope the Minister will respond on that.
Andrew Jones (Harrogate and Knaresborough) (Con)
It is a pleasure, as always, to serve under your chairmanship, Mrs Murray. I start by congratulating my right hon. Friend the Member for Scarborough and Whitby (Sir Robert Goodwill) on securing the debate. I, too, am a member of the all-party parliamentary group for the bus and coach industry. It is great to see such enthusiasm for buses. I was the bus Minister for the Bus Services Act 2017, and it was not that easy to generate enthusiasm from colleagues. The situation is much improved.
As has been said already, it is buses that do the heavy lifting of our public transport system. We must remember that carbon emissions from transport are 30% of our total carbon emissions. No progress on getting people to switch modes, on boosting passenger numbers on buses or on removing carbon from our bus networks will mean it is much harder for us to hit our overall net zero objectives. Thus, I strongly support the initiatives to boost the roll-out of zero-emission buses across the country. It has been happening for a little while—as bus Minister I did some of this work, but the work also predated me. The work on that goes back to the last Labour Government, when the technologies became available and the bus Ministers at the time saw the opportunities and grabbed them. It has been happening in stages over a period of time.
I was clear that the technology has presented significant opportunities, and it has been made clear in the debate so far that there are different technologies available. The points on hydrogen made by my hon. Friend the Member for Redcar (Jacob Young), who always speaks with passion and detail on this subject, were spot-on. The hydrogen opportunity is exciting and it is also changing quite fast.
We have many electric buses in Harrogate and Knaresborough already. They have been delivered by The Harrogate Bus Company and we are shortly due to have some more. There is a £20 million project, which includes £7.8 million from the county council, as part of the zero-emission bus regional areas scheme, or ZEBRA—quite a catchy name—and an investment of £12 million by Transdev, which is The Harrogate Bus Company’s parent company. That will deliver 71 new electric buses for North Yorkshire, with 45 based out of the Harrogate depot, and they will be split approximately 50:50 between single and double-decker buses. The first route to enter into service will be the busy Harrogate to Knaresborough route.
It is also worth noting that as the transition develops, with the buses entering service from summer 2023, dependent on the supply chain—that is the advice I have received from the bus company—that will include the popular 36 route, which is quite famous in the bus world. Stepping on to the No. 36 bus is like boarding an aeroplane and turning left, with libraries and charging points—it is a very comfortable experience. I hope that the Minister will visit and experience that one day.
There are a number of lessons that I would like to share with colleagues about the rolling out of electric buses. It is not as straightforward as just purchasing the buses from the manufacturers—though that is not straightforward either, as has been made clear. There are other things in play here. I want to build on some of the points made by my right hon. Friend the Member for Scarborough and Whitby. He, and all colleagues, are clearly right about the environmental merits of the buses. He also mentioned the longevity of service, with buses entering service and staying there for a long period of time, while churn of the fleet is incredibly helpful in meeting our air-quality objectives. A Euro 6 bus that enters service now is probably replacing a bus from Euro 4 standards, but a Euro 6 bus emits only 4% of the pollutants of a Euro 4 bus. That is not zero-emission but, my goodness, it is significant progress, so fleet churn is quite critical.
I want to highlight some of the lessons we learned from the first phase of electric bus roll-outs in Harrogate. There were operational issues that customers did not see. Quite the opposite, in fact, because customers saw a fantastic new fleet of vehicles that are, by definition, well designed and more modern. They loved the environmental benefits and particularly liked the smooth ride, which is a feature of an electric-powered vehicle anyway, so they were popular with passengers. However, it is not that easy for them to enter service because that may require a reconfiguration of a depot and a transformation of engineering skills at the bus company. If someone has spent many decades working on large diesel vehicles, pivoting overnight to suddenly maintaining electric fleets is not possible, so significant training is required.
The biggest challenge was the electricity supply to the bus station and getting all the underlying utility works done. That was not a straightforward matter and it took a considerable time to get it all right. There are different methods of charging, and in this particular case it is like a train, so a pantograph comes out of the top of the bus, charges in the bus station and then the bus can go off and do its route around town. It is about lots of small charges that people do not even know are taking place as they get on and off the buses because there is a pantograph above them. It is very effective.
I share that information because I think it is critical that the back-office and structural work is considered in the roll-out of electric vehicles. In some parts of the country, significant work will be required to the electricity network, just as for the roll-out of electric charging points.
Luke Pollard
The hon. Member is making a sound point. I am concerned that the lack of power connections, not only to bus depots but to our ports, means that many non-standard equipment—buses, JCBs, cranes and other things—that could be electric in the future will not be because they do not have the power infrastructure. Does he agree that we need not only a bus strategy but a power strategy that works with the Department for Business, Energy and Industrial Strategy to ensure that those places get the resources they need to decarbonise?
Andrew Jones
Yes, getting power to the right places in the right quantities will clearly be critical. There will be areas where there are greater levels of usage, and we will need to heavily over-invest up front to make that happen. Whether that is best done through BEIS is a different question; I would suggest that a slightly more localised approach might be better. However, the point about power delivery is clearly correct, as is the point made by my right hon. Friend the Member for Scarborough about the up-front investment required. It is an up-front cost, followed by long periods of service. I know that the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard) was talking about the vehicle costs, but that up-front cost must also include the infrastructure.
That is the critical point that I want to make to the Minister. Will she please consider how the roll-out of these vehicles, whether hydrogen or electric, is done? They are fantastic vehicles, will make a huge difference to the quality of life in the areas they serve, and will help hit our net zero objectives. However, we must ensure that the infrastructure in the background is correct, so the work must take place in parallel. Getting that right will help speed the deployment of the vehicles. I know that that is her objective and that she is very passionate about doing this, so that is why I share this information today.
Oral Answers to Questions
Luke Pollard Excerpts(2 years, 9 months ago)
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Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
Our national bus strategy has asked local transport authorities to consider the impact of roadside infrastructure on passenger safety and security.
Luke Pollard
After the tragedies in Plymouth, people, especially women and girls, must feel safe while waiting for a bus, so does the Minister agree that before Conservative-run Plymouth City Council cuts 211 bus shelters—a third of all Plymouth’s bus shelters—it must stop and seriously consider the impact that will have on the safety of people waiting for a bus?
Trudy Harrison
We take safety, particularly of women and girls, very seriously and I realise the difficulties that have been faced in Plymouth. The hon. Gentleman will know that we recently commissioned our safety champions to work with stakeholders and they have now provided 13 recommendations which will specifically look at how we can protect women and girls on the transport network. I would welcome further consideration on the importance of bus shelters in use and also the illumination of those shelters as an important factor in protecting women and girls.
National Lost Trawlermen’s Memorial Day
Luke Pollard Excerpts(3 years ago)
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Karl Turner
The hon. Gentleman is of course right that he and I and colleagues from across the Humber do not always agree, but I am grateful that we do on this point.
Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
It is not just cross-Humber, as there is cross-Tamar support from Devon and Cornwall MPs. In Plymouth we have lost two trawlerman in recent years: one on the Solstice and one on the Laura Jane. In remembering them as individuals and the risks they take in going to sea, may I ask my hon. Friend to use this opportunity to talk about the need to invest in improved safety such as the further roll-out of the Plymouth life jacket scheme? A personal locator beacon is included on the life jackets, which takes the search out of “search and rescue” if a person goes overboard.
Karl Turner
I thank and pay tribute to my hon. Friend for his work on this issue over the past couple of years as shadow Secretary of State for Environment, Food and Rural Affairs. He is right, of course, and we should extend the scheme further not just to those most at risk but across the industry and to all fishers, because these relatively cost-effective, inexpensive things can save lives.
Bus Passes: 1950s-born Women
Luke Pollard Excerpts(5 years, 1 month ago)
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Mr Cunningham
I agree wholeheartedly. For women who are isolated, live on their own and do not have children, the bus pass is a means of communicating with the outside world. Without it, they find themselves trapped at home, friendless in some instances. People living on their own is a major issue in this country.
Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
There are 8,000 WASPI women in Plymouth, but many doughty campaigners will not get a free bus pass, even if the Minister agrees to one, because they died before they received pension justice. A lot of WASPI women in Plymouth need medical attention, and public transport is their only way of accessing it. Does my hon. Friend agree that the Minister could do a good deal for the WASPI women in the general election by assuring us that they will get a free bus pass? That would be a step towards getting pension justice.
Mr Cunningham
I agree. We could go a step further. I do not know if the Minister has any input on the Conservative manifesto, but if he has, my hon. Friend has just given him a good idea to put in it. Free travel around their towns and cities would allow 1950s women to save a great deal of money on travel while in the limbo period between their working life and the point at which they will receive their state pension.
There are many benefits to bus passes for pensioners. A bus pass combats isolation and tackles loneliness, as I have mentioned. The cost of childcare is so high that many 1950s women in Coventry South and across the nation have become daytime carers for their grandchildren, and in some instances they care for their spouse, too. A free bus pass would allow them to give their grandchildren meaningful and exciting days out. In my constituency, these women will benefit from taking the bus pass to medical appointments, as my hon. Friend the Member for Plymouth, Sutton and Devonport (Luke Pollard) just mentioned, to avoid astronomically high hospital car park charges. Car park charges are another big issue; they affect not only the WASPI women, but medical staff. At some hospitals, the staff have to pay their own car parking charges, which has an impact on their salary.
Everyone will benefit from giving the 1950s women free bus passes. Pensioners’ cash-spending power is a powerful tool in combatting the loss of high street stores and banks. The use of buses ensures that services remain in place and of a good standard. Public transport is important for tackling air pollution caused by cars.
In summary, I call on the Government to provide local authorities with the necessary funds to ensure that the 1950s women, who have been treated so badly, receive the small concession of a bus pass at the age at which they were due to retire before the 2011 changes. The Government do not seem interested in providing that. However, when the Minister replies, I am sure he will tell us that he is putting the idea in his manifesto. While the Government refuse to compensate the 1950s women, I hope that they will afford the 1950s women the small compensation of a bus pass. I look forward to the Minister’s response.
George Freeman
The hon. Gentleman makes a very interesting point; will he drop me a line about it? As he knows, I am a champion for rural areas and tackling rural inequality, and I will be looking at what we need to do in our new bus package, which I will describe shortly, to ensure that rural areas do not suffer.
In April last year, we announced a change in the legislation to protect the concessionary travel scheme in its current form so that it can continue to provide free travel for eligible older and disabled people for years to come. I should point out that equalising the age difference between men and women removed the anomalous situation in which non-disabled citizens of working age received free bus passes.
To mitigate the effect of the state pension age changes on the people worst affected, Parliament has already legislated for a £1.1 billion compensation package, which reduced the proposed increase in state pension age for more than 450,000 of the hardest-hit men and women. That means that no woman will see her pension age change by more than 18 months relative to the 1995 Act timetable. I accept that that does not deal with all the issues that the hon. Member for Coventry South raised, but for me that is really important. Some of the constituents I have spoken to are among the most seriously affected, and the idea of the package is that it will help at least to substantially mitigate the impact on them.
In addition, the Government are committed to improving the outlook for older workers. We are helping many of the people who had planned to retire but now work, to get back into work, including by removing many of the barriers that they may face. To enable older people to work for longer, as many want to, we have reformed the legislation to remove the default retirement age, which means that people are no longer forced to retire at an arbitrary age. We have also extended the right to request flexible working to all with 26 weeks’ continuous employment, which means that people can propose and discuss a flexible working requirement to suit their needs.
Alongside those significant legislative reforms, we have been successfully challenging negative perceptions about older workers through a major programme, Fuller Working Lives, which is led by the Department for Work and Pensions. We have appointed Andy Briggs as the business champion for older workers, to spearhead the Government’s work to support employers in retaining, retraining and recruiting older workers, to actively promote the benefits of older workers to employers across England, and to influence them both strategically and with practical advice. I am not being pat when I point out that the hon. Member for Coventry South is a walking embodiment of the agility, impact and leadership that people can provide in their senior years. There are many people in this country who have a lot to give, in Parliament and in society, and we want to help and encourage them.
There is strong demand and competing claims for concessionary fares. There are many calls on the Government for extensions to the statutory concessionary bus travel scheme for important groups, including young people in search of work, jobseekers and carers, as well as those who are affected by the changes in the state pension age. Each of those groups may have a different and engaging case for access to cheaper travel, but if the Government are to protect the current scheme, which costs £1 billion a year, we must ensure that it is financially sustainable. With that in mind, I will shortly announce, as part of my reforms in my new role, a series of changes to the way in which we tackle demand-responsive bus travel in rural areas.
Concessionary travel legislation gives all local authorities in England the power to introduce local concessions in addition to their statutory obligations, so that authorities that have a particular problem can deal with it. I am delighted that that has happened in the west midlands, which includes the constituency of the hon. Member for Coventry South: the West Midlands Combined Authority, led by its excellent Mayor, Andy Street, has introduced a women’s concessionary travel scheme that gives free off-peak bus and tram travel to women who live in the west midlands and were born between March and November 1954. More than 9,000 women across the region are set to benefit. Lest anyone should think that I am being politically partial, let me say that a similar scheme has been put in place by Mayor Andy Burnham in Greater Manchester, and that schemes that offer free bus travel to residents aged 60 and over exist in London and Merseyside. Local leaders can, and in some cases do, put additional measures in place.
Luke Pollard
I am grateful that the Minister has set out the fact that that can happen, and that it is a good thing when it does. Has he considered carrying out a cost-benefit analysis, looking at the benefits to society from giving WASPI women the free bus pass that he so praises in the west midlands and in Manchester?
George Freeman
I am grateful for that excellent question. In my new role I am looking not just at that issue but at the costs and benefits of widening access to bus and public transport for people in areas where it can tackle disconnection and help to drive up productivity. In my constituency, and possibly in the hon. Gentleman’s, many communities are quite cut off and isolated from the very exciting areas that are creating jobs and have zero unemployment. Cambridge is 40 miles down the road from Mid Norfolk, but I have many constituents who cannot get there, so they cannot get those jobs. As part of my role, I am looking at the cost-benefit ratio for the Treasury of having better travel, better training and better skills.
The Government have committed to seriously transform bus services across the country for the first time in a generation. I therefore welcome, as I hope colleagues across the House will, the announcement of our £220 million package, “A better deal for bus users”. Whatever else one might think about politics in this country at the moment, I welcome the fact that we have a Mayor as Prime Minister—someone who not only gets buses, has designed them and paints them in his spare time, but deeply gets the importance of public transport and interconnected transport for modern connected places. That is, in no small part, why we are introducing our major bus reform, with £50 million to deliver Britain’s first all-electric-bus town or city; £30 million in extra bus funding, paid directly to local authorities to enable them to improve bus services and restore lost services; and £20 million to support demand-responsive services in rural and suburban areas.
On the point that the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard) raised a moment ago, as Minister for the Future of Transport I am working actively on whether we can take a more intelligent place-based approach. When we look at a county—Norfolk, in my case—or a city, instead of asking how best to spend our money on subsidising bus services, we should ask a different question: “How best can we help the people in this area who need help to get to work or to get access to public services?” I am absolutely sure—indeed, I have seen it working—that by using digitalisation or simple telephone demand systems, we can make it easier for people to log on and signal where they need to go the next day, and we can ensure that we provide for a mixed economy. Whether it is for two or three people in a car-share, 10 people in a minivan, or 20 or 30 people on a bus, we can do much better in using technology to provide smarter public and community-based travel and support services.
I genuinely thank the hon. Member for Coventry South for raising this important matter, for the chance for us all, at the end of this Parliament, to signal that we need to get this right, and for allowing me to highlight what the Government are doing to get it right. As this Parliament winds up, I congratulate him on his very, very distinguished parliamentary career.
Question put and agreed to.
Thomas Cook
Luke Pollard Excerpts(5 years, 2 months ago)
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Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
I used to work for Thomas Cook and ABTA doing holiday protection, so I know that the ATOL scheme covers repatriation and also refunds. The Secretary of State has set out the repatriation costs. Will he set out how much the refunds cost is, because I understand that it is nearly £1 billion? Is that a figure he recognises?
Grant Shapps
I know that the hon. Gentleman has considerable expertise in these areas. The answer to his question is that £420 million is the projected cost of future bookings through the ATOL system, insured or through its funds.
A38 Improvements
Luke Pollard Excerpts(5 years, 6 months ago)
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Mrs Murray
I completely agree. My hon. Friend might like to take note of what we did in the south-west with regard to this road by working together on a cross-party basis with local authorities. That might be a model that he could take forward.
Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
I am grateful to the hon. Lady, my constituency neighbour, for calling this debate, because this is a cross-party campaign, which is really important. She has been a doughty champion for it. Does she agree that this shows what can be done when our region works together, with MPs from all political parties and councils of different political hues, all putting aside their differences in support of this vital and much needed road investment?
Mrs Murray
Later, I will thank all of the people who have helped, but I must say that I am really grateful for the interaction that we have had with and the input from Plymouth City Council, both before the last election and since; both administrations were very supportive of our getting something done on this road.
I wish to put on the record our thanks to all of our partners, who are providing a powerful collective voice on the need for investment and improvement, including councils and councillors from across Cornwall and Devon, local enterprise partnerships, chambers of commerce, community road safety campaigners and my fellow parliamentarians from across Cornwall and Devon. Their work has enabled a compelling proposal—the A38 case for action—to be produced, which I and colleagues presented to the Secretary of State for Transport last July.
The Minister of State, Department for Transport (Michael Ellis)
It is a pleasure to appear before you, Ms Buck.
I congratulate my hon. Friend the Member for South East Cornwall (Mrs Murray) on securing this debate about improvements to the A38, which is a very important road. If I may say so, she is a passionate advocate for her constituency, and my hon. Friends the Members for Mansfield (Ben Bradley) and for North Cornwall (Scott Mann), as well as the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard), are—by their very presence here today—speaking to their concerns and speaking in the interests of their constituents.
We all know that the A38 is a remarkable road, weaving, as it does, through the country from Bodmin in Cornwall, which I had the pleasure of visiting last year when I was the Minister with responsibility for tourism, to Mansfield in Nottinghamshire. At nearly 300 miles—292 miles, to be precise—it is the longest A road that is entirely in England. Once upon a time, it was thought of as a country lane; it was called the longest country lane in England. However, it plays a really important role for communities up and down the country.
In the south-west of England, which is our focus today, the A38 and the A30 are the two principal routes, taking traffic through Devon and Cornwall, to and from the M5 and its connections to the midlands—my part of the world—and beyond. Through the two counties of Devon and Cornwall, both roads are part of the strategic road network that comprises England’s motorways and main A roads, managed by Highways England. Those roads will be familiar to many Members of this House as routes to popular holiday destinations; my hon. Friend the Member for South East Cornwall is not short of popular holiday destinations in her constituency, and I recommend that anyone who is listening visits them.
Although tourism is a vital industry for the region, the A38 also has a strategic day-to-day role for local people and businesses, especially those in and around Britain’s ocean city, Plymouth. My hon. Friend has emphasised the importance of that road, and has rightly highlighted some of the problems that it faces, including safety and congestion. She has also drawn attention to the case for action on improving the A38, prepared by local authorities and local enterprise partnerships and backed by several local Members of Parliament. I know that my Secretary of State was pleased to receive that case for action when he visited the area last year to see it and its roads for himself, and I understand that he further discussed the contents of the case for action in October at a meeting with local stakeholders, organised by my hon. Friend. I congratulate her on having secured that meeting.
I will now explain how we are considering that case for action and other requests that we have received for improvements to the strategic road network. The Government take a long-term approach to investment in the SRN through the setting of periodic road investment strategies. Those strategies set out the Government’s strategic vision for the SRN and specify what Highways England must deliver in terms of road enhancements and day-to-day performance.
The first road investment strategy was launched in 2015 under this Government, providing over £15 billion of investment in the strategic roads network between 2015 and 2021—a lot of investment, and rightly so. Highways England is making good progress on delivering that plan: some 29 schemes have already opened for traffic, including the dualling of the A30 between Temple and Higher Carblake in Cornwall, which cost £56 million alone. That improvement is expected to bring more than £134 million into the Cornish economy each year, encouraging economic growth, business expansion and the development of housing and tourism. The next stage, which is dualling the A30 between Carland Cross and Chiverton, is currently before the planning inspector. If it is approved, construction would start within the next 12 months.
For the A38, in the constituency of my hon. Friend the Member for South East Cornwall, £3.6 million has been spent to address safety and structural issues on the section through Glynn valley between Dobwalls and Bodmin. That work has helped to deliver safer and more reliable journeys for road users. Safety is one of my Department’s highest priorities and is certainly my highest priority, given my responsibilities as Roads Minister. Looking ahead, I understand that my hon. Friend will be meeting Highways England again in July to discuss potential improvements to the Carkeel roundabout, and I wish her well in that meeting. Further along the A38 in Devon, a safety improvements scheme will soon be implemented at A38 Harcombe Bends between Chudleigh and Exeter, which will involve installing reflective road markings and improved warning signs. It follows work at Wrangaton, completed a couple of months ago in March this year, which addressed a flooding hotspot that risked the safety of road users.
I have talked about the first road investment strategy and the money that has gone into my hon. Friend’s area, but that is just the start of our roads reform. She will be pleased to hear that we are now working to develop the second strategy, which we call RIS2—our Department’s fondness for acronyms is legendary. Part 2 of the road investment strategy will govern investment in the strategic road network between 2020 and 2025, so there is more investment to come with RIS2. That investment will be funded through the national roads fund, which will match all the money spent by taxpayers on vehicle excise duty in England for investment in our most strategically important roads.
In the 2018 Budget, the Government announced their intention that, of the £28.8 billion expected for the national roads fund between 2020 and 2025, no less than £25.3 billion would be made available for RIS2. The remaining £3.5 billion will be used to help fund enhancement schemes on the most important roads managed by local highway authorities. That funding must first meet the costs of Highway England’s operation of the SRN—the essential task of maintenance and renewals work—and complete the RIS1 commitments. Once those are covered, it can then deliver the new enhancement schemes, for which £3.5 billion will be available.
To inform decision making about how to use that funding, my Department and Highways England have gathered a substantial amount of evidence through three years of research and public consultation. The A38 case for action has been a helpful contribution to that evidence base; local knowledge, local insight, and the views of local Members of Parliament such as my hon. Friend the Member for South East Cornwall are invaluable as we at the Department for Transport seek to develop an investment plan that is affordable and deliverable. We have received a large number of proposals for RIS2 through that process.
Competition for the available funding is, of course, very strong, and we are considering all the proposals carefully, with some key aims for RIS2 firmly in mind. Better meeting the needs of road users and the neighbours of the network is a key aim, including addressing safety and congestion issues. Supporting housing is another key aim, as is supporting balanced economic growth and productivity in an area and enabling seamless integrated journeys across transport modes—where they link with rail, ports and so on. We expect to publish RIS2 towards the end of this year—a few months hence. That will not be the end of the story; we will continue to work through the coming years to deliver a better road network that meets the needs of road users and the country at large.
Luke Pollard
The case that the hon. Member for South East Cornwall (Mrs Murray) has made will save lives if we get the investment in her constituency that is needed. If we get the investment we need at the Manadon roundabout in Plymouth, it will open up huge amounts of our city for the job creation that I know the Minister is keen on. I would be grateful if, during that funding period, he looked favourably on both the schemes in Cornwall and those in Plymouth.
Michael Ellis
I thank the hon. Gentleman for his comments. As he knows—we have worked together in other areas—I will give the matter the very careful consideration that I know it deserves. I share the appreciation that my hon. Friend the Member for South East Cornwall and all colleagues have for the strategic importance of the A38, both for the south-west generally and for those people in my hon. Friend’s constituency and neighbouring constituencies who depend on it day to day. Safety is the paramount priority, but the economy is also very important in all of these considerations.
I thank my hon. Friend for the sterling efforts that she has made on behalf of her constituents to promote the case for further improvements to the A38 during the development of RIS2. I wish her well in making progress.
Question put and agreed to.