Oral Answers to Questions

Nick Smith Excerpts

Thursday 28th February 2013 Commons Chamber

[Mr Speaker]

I have been informed that the microphones are not working. I am sure that the Minister will make himself heard.

[Nick Smith (Blaenau Gwent) (Lab)]

Why are the Government not more committed to railway infrastructure? According to the National Audit Office in the 2010 spending review, they cut planned spending on rail by £1,287 million.

England-Wales Transport Links

Nick Smith Excerpts

Wednesday 6th February 2013 Westminster Hall

[Jessica Morden]

I agree with the hon. Gentleman. Obviously, the Welsh Assembly has expressed an interest in running the bridges when the concession ends, and I would be happy with that, as I suspect would many of my constituents, if it pledges in advance to reduce the tolls. It would be helpful if the Minister told us what discussions are ongoing with the Welsh Assembly Government.

The Severn tolls are the highest in the UK. It is true that we have to pay the tolls because the bridges had to be built, but the situation is now out of control. The Government stepped in for the Humber bridge and the Dartford crossing, and they ought to do the same for the Severn bridges and give us some reassurance for the future.

[Nick Smith (Blaenau Gwent) (Lab)]

I agree with my hon. Friend that the Severn bridge in south-east Wales is seen as an opportunity for the company to fleece motorists. Is the toll not also a real economic difficulty that places the Welsh lorry and logistics industries at a competitive disadvantage?

[Jessica Morden]

I agree with my hon. Friend. The logistics and haulage industries, many of which are based in our constituencies, are hit hard by the toll because they cannot pass on the extra costs that their competitors do not bear.

On train connectivity, many of my constituents travel to work in places such as Bristol. Constituents at the Monmouth end of Newport East have for years faced ill-thought-out connections, which the hon. Member for Ceredigion mentioned, and a decline in the number of train services stopping from places such as Severn Tunnel Junction. A local campaign group, the Severn tunnel action group, have fought a tremendous and successful campaign to bring back many of the services that that station lost. The group has highlighted the local demand for commuter services. The station’s footfall has increased substantially recently—by about 14%—and it is ideally placed to be a major park-and-ride station, with investment.

Even after winning back services that were due to be axed, STAG pointed out that the station’s potential was not being fully realised. STAG highlighted the ill-thought-out timetable, which failed to recognise the importance of connecting commuter trains to services coming from places such as Lydney, Chepstow and Caldicot. For example, Arriva Trains Wales eliminated a service at Severn Tunnel Junction that connected to the First Great Western service and that STAG had negotiated and won back only six months earlier. The replacement Arriva cross-country service leaves Severn Tunnel Junction just minutes before the First Great Western service arrives, so passengers must wait hours for connecting trains, as the hon. Member for Ceredigion mentioned. That is not acceptable. Moreover, peak trains are often so full that passengers must stand for the whole journey or wait a few hours until the next one.

All those factors, particularly cross-border connectivity, put commuters off local train services. I ask the Minister to bear those points in mind when he talks to train operators, and perhaps to agree to meet the Severn tunnel action group—a fantastic example of a local group campaigning for rail services.

--- Later in debate ---

[Nick Smith (Blaenau Gwent) (Lab)]

I, too, congratulate the hon. Member for Ceredigion (Mr Williams) on securing this important debate. I know that the Welsh Affairs Committee reviewed this key issue recently, and doubtless will return to it.

Good transport links are a crucial part of the infrastructure needed to support economic regeneration in Blaenau Gwent, which is one of the most deprived county boroughs in the UK, with 24% worklessness and 17% youth unemployment, twice the Wales average. We are high in the league tables for deprivation. Having said that, in recent years, we have received investment in major transport projects that have made our valleys communities much more accessible. For example, considerable progress has been made in dualling the A465 to improve regional and national connectivity. The Tredegar to Merthyr section of the A465 is terrific, and the Cwm bypass is a big success as well. In recent years, the hourly train service from Ebbw Vale to Cardiff has been a stellar success. However, an hourly service is not good enough.

This progress has enabled access to the perhaps under-recognised advantages of Blaenau Gwent of an attractive environment—we have the Brecon Beacons national park on our doorstep—and proximity to the urban centres of Newport, Cardiff, and Swansea in Wales and, importantly, to our east, Birmingham and Bristol. We have goodish access to the M4 and, to help our economy, we retain significant capability in manufacturing.

These geographical advantages see us well placed to take the opportunities that improved cross-border transport could bring. It is helpful that the designation of Ebbw Vale as an enterprise zone specialising in manufacturing offers us new investment potential. Already, private sector developers want to site a world-class motor sport development in the area. That is exciting. Connectivity to markets in the midlands and south Wales, and on into London, is an important element of those developers’ investment plans. However, given our economic challenges, much more still needs to be done on transport connectivity.

Lille in France is often cited as a town with a similar history of reliance on heavy industry and of decline, comparable with areas in south-east Wales, such as Blaenau Gwent. A high-speed rail link has boosted the regeneration of Lille and I think that similar good transport links could help south-east Wales and our valleys, too.

Last Easter, the Secretary of State for Transport was considering proposals for the electrification of the valley lines. I spoke to commuters on the Ebbw Vale to Cardiff line, to hear what they thought of existing services but also to find out their ambitions for future services. Over a two-week period during the Easter holidays, we surveyed 350 passengers and gained in-depth knowledge of their concerns and ideas for improvement. Unsurprisingly, almost 70% of passengers supported electrification. I welcome the Government’s confirmation last year that all the valley lines will be electrified—that is important to the eastern valleys. However, the job now is to ensure a completion date, rather than a start date, of 2019. I hope that the Minister will confirm that date later in the debate.

Although a majority of my local commuters value their current service, they want a more frequent service, which I hope electrification will deliver. This will really open up our valley towns. However, there is also support—important in this debate—for extending electrification to Newport and then on to Bristol. Many respondents thought this a good idea.

Recently, I spoke to constituents who have a car club and together travel every day to the Ministry of Defence facility at Abbey Wood, near Bristol. Bristol now has enterprise zone status, focusing on creative and technological industries. People from south-east Wales may want to take higher-paid job opportunities, which would be available if commuting was made feasible.

The nub of the matter is that we need through trains or improved links through to south-west England from south Wales; that is crucial for the economy of Blaenau Gwent and the eastern valleys.

I hope that the Welsh Government, the South-East Wales Transport Alliance, neighbouring English local authorities—it is a shame there are not more English Members from the other side of the Severn here—and the Department for Transport will all work together, to deliver the accessible, sustainable and integrated transport system that Blaenau Gwent and all our communities on the Welsh-English border deserve.

Oral Answers to Questions

Nick Smith Excerpts

Thursday 18th October 2012 Commons Chamber

[Norman Baker]

That is very much part of the work undertaken in the Department through the door-to-door journeys initiative, which I have begun. In addition, I recently allocated £7 million to the cycle-rail working group to improve facilities for cyclists at stations. We look to franchise deliverers to enhance cycle provision as a consequence of franchises that are let.

[Nick Smith (Blaenau Gwent) (Lab)]

6. What his plans are for electrification of the Welsh Valleys lines.

[The Minister of State, Department for Transport (Mr Simon Burns)]

On 16 July, the Government announced the electrification of the Welsh Valleys lines and the line between Bridgend and Swansea. Under the plans, about two thirds of the population of Wales will be on an electrified train route. The cost of the projects is estimated at some £350 million and the work is expected to be undertaken between 2015 and 2019, as my right hon. Friend the Secretary of State said.

[Nick Smith (Blaenau Gwent) (Lab)]

Passenger numbers on the Ebbw Vale to Cardiff line have gone through the carriage roof. Transport infrastructure is crucial in Blaenau Gwent, which again saw unemployment rise last month. Will the Minister ensure that the Welsh Government have the funds to redouble the line and improve train frequency and will he bring forward the 2019 date for the completion of electrification, to boost our economy?

[Mr Burns]

I hope that the hon. Gentleman will agree that the answer that I have just given is a significant boost not only to the Welsh valleys, but to the main line from Cardiff to Swansea. It will create tremendous opportunities for regeneration for business and other passenger travel, and there will be the ancillary advantage of changes and improvements to the rolling stock once the project has been completed.

High-speed Rail

Nick Smith Excerpts

Wednesday 13th July 2011 Westminster Hall

[Susan Elan Jones]

Indeed.

There is a conflict here. I understand that people are likely, as they are entitled, to complain about local developments to which they are opposed, but we need our Government to take a broader national view, and Wales certainly needs a Secretary of State who will do better. That is why I am here to make the case for high-speed rail, and specifically the Welsh case, because I fear that it is not being made by the person whose job it is to do so.

The official ministerial answers on the benefits of HS2 for Wales may be missing, but there is plenty of evidence from elsewhere in Europe with which hon. Members can form their own opinion, such as the case of Lille. In the early 1990s, the French Government chose to divert their high-speed TGV line through Lille, as opposed to using a more direct route through Amiens, because of high unemployment and post-industrial decline in that area.

[Nick Smith (Blaenau Gwent) (Lab)]

My hon. Friend says that high-speed rail and rail electrification are particularly important for economic development. Does she agree that it is important that we get that for the lines in the valleys and in other parts of Wales, and particularly for the Cardiff-Ebbw Vale line?

[Susan Elan Jones]

I am in total agreement with my hon. Friend’s point, both for south Wales and for north Wales.

In the case of Lille, the French Government decided that following the slightly less direct route was worth the extra €500 million that it cost because of the massive potential for regeneration and employment that the project would bring to Lille. Professor Stuart Cole of the Wales transport research centre at the university of Glamorgan, whom my hon. Friend the Member for Newport East (Jessica Morden) mentioned earlier, submitted evidence to the inquiry of the Welsh Affairs Committee on inward investment to tell us what happened next. Twenty years later, Lille is ranked as the fourth most accessible European city and has been described as a boom town. As the French Government showed that they were serious about investing in the area, private sector investment followed. A major commercial centre, a retail centre, hotels and offices all sprung up around the terminal. An elite university opened a campus in the town and tourism flourished. The expansion is continuing. A major conference centre is scheduled to be built, along with significant new office accommodation and housing. Public investment in connectivity, accessibility and profile led to private investment, jobs and growth.

Severn Crossings Toll

Nick Smith Excerpts

Thursday 19th May 2011 Westminster Hall

[Jessica Morden (Newport East) (Lab)]

It is good to see the Minister here to respond to the debate. I thought that his evidence to the Welsh Affairs Committee was frank and that he seemed very engaged in the matter. As someone who has been talking about the Severn bridges for some time, I appreciate that.

Like the hon. Member for Monmouth (David T. C. Davies), I obviously have a strong constituency interest in sorting out the issues surrounding the Severn bridges. I commend the hon. Gentleman for the way in which he chairs the Welsh Affairs Committee and for deciding that this should be one of the first inquiries following the election. The evidence that the Committee has received backs up what I have heard from my constituents for many years, which is that the crossings are too expensive, inflexible and inconvenient.

As I said in a Westminster Hall debate last year, until very recently people could not pay by credit or debit card, and they cannot pay online or travel off peak. There are no concessions for people who live locally. Yet the tolls continue to rise year on year, even though the service is outdated. I do not apologise for raising the matter again because, although Severn River Crossing has a responsibility to its shareholders—as has been mentioned—I feel a responsibility to my constituents, who are the customers. I would like Severn River Crossing to pay a little more attention to the customers.

[Nick Smith (Blaenau Gwent) (Lab)]

I, too, congratulate the Chair of the Committee, the hon. Member for Monmouth (David T. C. Davies), on covering the topic, which is certainly important to my constituents. I want to take up my hon. Friend’s point about a permanent system not yet being in place for credit card payments. It seems mad that, in 2011, there is not yet a permanent system in place for people to pay their toll with a credit card. That is absolutely bonkers. If someone goes to the bridge on a Friday evening, there are massive queues. Often people arrive there and they do not have enough cash. That has happened to me on my way home. I have not had enough cash and I had to get off at the service station beforehand to get some. Getting cash in that way can cost money, as people might have to use one of those machines that charge. Would it not be much easier if commuters, hauliers and others could use a credit card easily to cross the Severn bridge?

[Philip Davies (in the Chair)]

Order. I ask for interventions to be brief.

Severe Winter Weather

Nick Smith Excerpts

Monday 20th December 2010 Commons Chamber

[Mr Hammond]

My hon. Friend is absolutely right. Labour Members may laugh, but they will remember this being a serious problem last winter, with people being afraid to clear snow and ice outside their homes and afraid to act as good neighbours. One of Quarmby’s recommendations was that we publish a snow code, compliance with which would give people a high level of protection from civil action. We have done that, and I hope that people will respond by acting in that neighbourly fashion.

[Nick Smith (Blaenau Gwent) (Lab)]

Will the Secretary of State confirm that the Government have failed to keep the emergency grit stocks at full capacity? Despite warnings of arctic blasts for weeks, grit stocks have been rationed, and emergency supplies are said to be 80,000 tonnes lower than they should be. If this is true, why has it happened and which Minister will be resigning?

[Mr Hammond]

I know that the hon. Gentleman is new and was not in the House last winter. He asked whether we are keeping emergency grit stocks at full capacity. There were no emergency grit stocks last winter. In fact, there were no grit stocks at all last winter. Local authorities and the Highways Agency have bought grit for their own use, and this year, for the first time ever, we have a strategic stockpile of salt—more than 300,000 tonnes of salt have been ordered for that stockpile, 156,000 tonnes of which have been delivered, and the remainder of which will be delivered between now and the middle of January. A further 250,000 tonnes have been sourced, and we are currently arranging transport to get it to the UK. I do not suppose that he has the faintest notion of the logistics involved in trying to uplift 250,000 tonnes of salt from around the world at short notice and to ship it to the UK in specialist vessels, so perhaps, before asking such a silly question again, he will think about what is involved.

Winter Weather

Nick Smith Excerpts

Thursday 2nd December 2010 Commons Chamber

[Mr Hammond]

On my hon. Friend’s last point, I remind the House that the Government published a code of practice on snow clearing on pavements. Members will remember that during the similar events of last winter earlier this year there was some suggestion that individuals were wary of clearing snow from pavements for fear that accidents caused on that stretch of pavement might lead to legal action. I hope we have dealt with that issue.

[Nick Smith (Blaenau Gwent) (Lab)]

On the topic of getting a grip, has the Secretary of State heard anything from local authorities about neighbourhood gritting barns having been filled this year because of the terrible winter we had last year?

[Mr Hammond]

That is, of course, a matter for local authorities. I can tell the hon. Gentleman that one of the big problems with strategically placed roadside bins is that the grit local authorities put in them is often removed without authorisation by people wanting to use it on their private properties. That has been a persistent problem for local authorities.