Oral Answers to Questions

Nia Griffith Excerpts

Thursday 22nd July 2010 Commons Chamber

[Mrs May]

I recognise that the hon. Lady has had a long-standing interest in the issue, and has fought and campaigned hard on it for some time. As she will know, her Government introduced a new offence of paying for sex with somebody who had been exploited or forced into that position, which is intended to deter men from paying for sex with those who have been exploited, a category into which those who have been trafficked would obviously fall. We are currently waiting to see how that offence plays out, in terms of its impact.

[Nia Griffith (Llanelli) (Lab)]

2. Whether an equality impact assessment has been undertaken on the proposals in the June 2010 Budget.

[Rachel Reeves (Leeds West) (Lab)]

5. What assessment the Government Equalities Office has undertaken of the relative effects of the June 2010 Budget on men and on women.

[The Secretary of State for the Home Department and Minister for Women and Equalities (Mrs Theresa May)]

We have had to take tough decisions to reduce the deficit and secure the economic recovery essential to maintaining the living standards of women and families in this country in the longer term. The June Budget does that fairly, with a focus on protecting the most vulnerable in society, including low-income families. Assessing policy options in the light of tough financial constraints is not a one-off but an ongoing process. My officials are working with and talking to Departments about how to take account of equality considerations as they develop and implement the policies that will achieve budget reductions—budget reductions made necessary, I would remind the hon. Member for Llanelli (Nia Griffith), by Labour’s mismanagement of the economy.

[Nia Griffith]

I find that answer quite surprising, given that three quarters of the burden of the emergency Budget introduced by the right hon. Lady’s Government will fall on women. Will she explain in detail what assessment she has made of the impact of the Budget, and what representations she has made to the Chancellor of the Exchequer to mitigate its effects?

[Mrs May]

I think that the hon. Lady is referring to some research that the right hon. Member for Normanton, Pontefract and Castleford (Yvette Cooper) has undertaken. That research is partial in its assessment, because it fails to take into account a whole host of issues in the Budget, including the council tax freeze. The hon. Lady should also recognise the steps that we took in the Budget to protect people on low incomes. They include the exemption from the public sector workers’ freeze—lower-paid public sector workers are predominantly women, and they will be exempt from that pay freeze. We are also working to freeze the basic rate of income tax, to increase the personal allowance, and to remove 880,000 people from income tax altogether, the majority of whom will be women. We are very conscious of the need to look at the impact of the Budget, but I suggest that the hon. Lady needs to look at the good things in it that will help people on low incomes.

Tolls (Severn Bridges)

Nia Griffith Excerpts

Wednesday 23rd June 2010 Westminster Hall

[Jessica Morden]

I thank my right hon. Friend for his intervention. I agree with him. Progress was made on the method of payment of tolls by the previous Minister and it would be helpful if this Minister could confirm exactly when debit and credit card payments will begin and that the card-handling charge will not be passed on to the traveller. I would not expect Tesco to charge me more for paying by card, and I do not see why the bridges should be any different.

That brings me to the impact of the tolls on business in south Wales. The Severn crossing tolls, which are felt by many people to be a tax on entering Wales, are the highest in the UK for all but the largest vehicles. Light goods vehicles pay £10.90, compared with £2.00 for the Dartford crossing and £4.90 on the Humber. The Skye and Forth bridges are free. Heavy goods vehicles must pay £16.30, but on the Humber the charge is £10.90 or £14.60, depending on size. The Dartford crossing charges just £3.70 per heavy goods vehicle, and the Forth and Skye bridges are free.

An example in my constituency of the burden of the tolls is given by Owens Road Services, a long-standing Welsh company with a base in Newport that represents 1% of the total heavy goods vehicle traffic on the crossing. Owens pays £16,000 a month by standing order account and over £200,000 a year. The annual toll increases just come off the company’s bottom line; they are not passed on to customers because contracts have to be renegotiated and times are hard. The crossing represents a charge on the Welsh logistics industry that is not paid by competitors in England.

[Nia Griffith (Llanelli) (Lab)]

I congratulate my hon. Friend on securing the debate. The figures that she has cited illustrate clearly what a burden the tolls are on business. Owens, which also employs many people in my constituency, is really struggling. There is a very fragile situation economically now. Does my hon. Friend agree that we need to have every measure in place to improve the opportunities for businesses to relocate to places such as west Wales, where we know that we need to do as much as we can to help the private sector to grow?

[Jessica Morden]

I thank my hon. Friend for her intervention. I agree with her and hope that the Minister will pick up her point in his closing remarks. The industry is already struggling, with more than 3,000 heavy goods vehicle drivers claiming jobseeker’s allowance in Wales alone.

The previous Government froze the tolls on the Humber crossing after a study of the impact on residents and businesses. There has been no study of the Severn that I am aware of, so please could the Department for Transport work with the Welsh Assembly Government to initiate one?

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Norman Baker)]

I wish first to congratulate the hon. Member for Newport East (Jessica Morden) on securing the debate. I thank her very much for her kind welcome to me in my new post. Our commitment to the issue is not in doubt, and I hope that the fact that it is taking place during another event outside the House demonstrates to her constituents her dedication to the issue—assuming, of course, that they will support England.

Before I start to discuss the tolls on the Severn crossings, I wish to make the point that, since 1945, it has been the policy of successive Governments that crossings on estuaries should be paid for by the user rather than by the taxpayer. Successive Governments have taken the view that tolls on all such crossings are justified because the user benefits from the exceptional savings in time and money that those expensive facilities make possible. It is important to make such a point at this stage. It is one that should not be forgotten, not least of all with the present financial difficulties that the Government and country face.

In specific relation to the Severn crossings, it might be helpful if I give a brief outline of their history, some of which is relevant to the issues that have been raised. The first Severn bridge was opened by the Queen in September 1966, providing a direct link from the M4 motorway into Wales, with a toll in place for use of the bridge to pay for the cost of construction. The original bridge continually operated at significantly above its designed traffic capacity, so the then Government said in 1986 that a second bridge would be constructed. In July 1988 they announced that the private sector would be given an opportunity to participate in the scheme and in April 1990 they announced the selection of the bid led by John Laing Ltd with GTM-Entrepose to design, build and finance the second crossing. That consortium was also to take over the maintenance and operation of the existing Severn bridge.

In October of that year, the concession agreement was formally signed between the Government and Severn River Crossing plc, and in February 1992 the Severn Bridges Bill received Royal Assent. The concession agreement was enshrined in an Act of Parliament and commenced in April 1992. Severn River Crossing plc then took over both the operation and maintenance of the present bridge and the construction of the new bridge. The finance arranged by the company covers the cost of construction for the new bridge and pays for the outstanding debt on the present bridge.

Construction of the new bridge started in September 1992 and the new crossing was opened on 5 June 1996 by the Prince of Wales, almost 30 years after the opening of the first bridge. The concession period is limited to a maximum of 30 years. The actual end date will be achieved when the concessionaire has collected a fix sum of money from tolls, which is £995,830,000 at 1989 prices; that is £1.8 billion at today’s prices. As part of the concession agreement, Severn River Crossing plc is authorised to collect tolls to meet its financial obligations. It is worth stressing that that is the company’s only source of income.

Let me make it clear why tolls are collected at the crossings. Tolls are in place to repay the construction and financing costs of the second Severn crossing, the remaining debt from the first existing crossing from 1992 and to maintain and operate both crossings. I have seen no evidence to suggest that the tolls impact on the economic viability of Wales, although I note the concerns of hon. Members about the impact of the tolls in their constituencies. Clearly, there is a cost to the crossing, which is borne by business and those who pay the tolls, but that has to be weighed against the benefits that the crossings provide in terms of more direct access into Wales, allowing users quicker access to markets than would otherwise be the case. However, I am happy to receive and to look at evidence from the Welsh Assembly, hon. Members or others. That is an open invitation to supply such information to me.

[Nia Griffith]

Does the Minister agree that in a situation where tolls are not the norm on other roads, it makes a firm such as Owens feel at a distinct disadvantage when it is competing with firms whose distances from the main markets and from the channel ports may be similar, but who do not have to make their route via a tollbridge, and that there is therefore a feeling of economic inequality in that instance?

[Norman Baker]

I do understand that. I mentioned earlier that it is standard practice for estuary crossings to have tolls, no matter where they are. They limit the journey time and deal with—or compensate for—the geography of the area. While I understand that there is a cost involved that would not be there if a crossing were not necessary, the alternative to a toll crossing would be a much longer diversionary route. That is a matter of geography; I am not downplaying the concerns that hon. Members and others have about the impact. As I said, I welcome any further information that they want to give me on that matter, and I will personally look at it.