Inclusive Transport Strategy
Nusrat Ghani Excerpts(6 years, 1 month ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I beg to move,
That this House has considered the inclusive transport strategy.
I am delighted to have the opportunity to introduce this important debate today on an issue that will affect us all at some point in our lives. As I am sure right hon. and hon. Members will know, about one in five people in the UK are disabled. We also have an ageing society, and, as people get older, they are more likely to experience a wide range of conditions such as mobility impairments, memory loss, or visual or hearing impairments. As a society, we are also increasingly recognising that not all disabilities are visible and that mental health conditions and cognitive impairments, as well as hearing loss and memory loss, can have just as profound an impact on people as physical disabilities.
Regardless of the nature of a person’s disability, they should have the same access to transport and opportunity to travel as everyone else—access to services that most of us take for granted day in, day out. Accessible transport helps to reduce social isolation and loneliness, as well as to create opportunities for disabled people to play a more active role in society. Disabled people are more than twice as likely to be unemployed as non-disabled people, and the Government have a manifesto commitment to get 1 million more disabled people into work by 2027. Disabled people might face many barriers to finding employment, but the ability simply to travel should not be one. Against this backdrop, I am proud to have been the Minister responsible for publishing the Government’s inclusive transport strategy in July. I thank the Department for Transport’s accessibility team for all their hard work; the sector, which we have worked with; and the disability groups, including the Disabled Persons Transport Advisory Committee, that helped and advised us.
The inclusive transport strategy followed an earlier consultation on a draft accessibility action plan that received over 1,000 responses. I thank the Lord Commissioner of Her Majesty’s Treasury, my hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard)—I hope that I pronounced his constituency correctly—for the substantial work that he undertook while he was responsible for the accessibility action plan in the Department for Transport. The accessibility action plan was an extensive engagement programme and represented a number of disability groups, whose voices were taken on board.
Let me remind the House briefly of the main elements of the inclusive transport strategy. First, the word “inclusive” is important, as it signals that we are adopting a holistic approach, rather than simply focusing on the physical accessibility of our infrastructure. This is about much more than simply ensuring that stations have step-free access. It is about designing and implementing all our policies and operations in such a way that they genuinely work for everyone. That is what we mean by inclusive.
The strategy starts off by setting a vision, which is that the Government want disabled people to have the same access to transport as everyone else and to be able to travel confidently, easily and without extra cost. Its overall goal is to create a transport system that offers equal access for disabled people by 2030. We chose that date because it links to the UN sustainable development goals for that year, particularly the goal to provide access to safe, affordable, accessible and sustainable transport systems for all. We also took account of the fact that, with the best will in the world, although there is much that we can do quickly—and we will work at a pace—some of the ambitious changes that we want to make will just take time. Some of our infrastructure, for example, was built at a time when accessibility was not taken as seriously as it is today; in fact, it was not considered at all. I am thinking particularly of many of our smaller railway stations, including those in my own constituency, which do not have step-free access. Matters requiring new legislation will also inevitably take time.
Having set the vision and overall goal, the strategy then sets out a larger number of measures under five main themes, which I will briefly summarise. First, it says that we will do more to promote passenger rights and ensure that existing legislation is better enforced. That matters because one very strong message that emerged from the consultation was that, although lots of legislation is already in force, not everyone is always aware of it and it certainly is not always enforced. For example, I am sure that hon. Members have heard many stories of blind people being charged extra for taking guide dogs in taxis or of taxi drivers not stopping to pick them up at all. That sort of behaviour is unacceptable. It is also illegal, but that is not widely enough understood and it is not consistently enforced. That is why we will be launching a public awareness campaign next year, working with a wide range of disability partners to raise awareness of disabled passengers’ rights when using the transport system.
The second theme of this strategy is the need for better staff training. We are talking about not just frontline staff such as bus drivers, railway station staff and so on, but also back office staff and managers. Training has to be top down as well as bottom up. This is important because the attitudes of staff can make a huge difference to the journey experiences of disabled people. This can be what makes or breaks a journey and builds or damages the confidence of a disabled passenger.
I am committed to improving staff awareness across the transport sector. Next year, we will publish guidance to improve bus driver awareness training on disability issues. We will also develop a monitoring and enforcement framework for this training, which will include identifying a body to ensure compliance across the bus sector. In the rail sector, bidders in future franchise competitions will be required to commit to providing enhanced disability training for staff, covering a range of impairments, including less visible disabilities. We will also require bidders to commit to involving disabled people in the design and delivery of that training. Involving disabled people directly in the provision of training is essential. It will help to ensure that transport staff fully understand the diversity of disability and the importance of providing good customer service, also enabling them to take some responsibility for the passenger not just on their part of the railway or the station, but for the onward journey.
The strategy’s third theme is a need for better information. Having the right information in an accessible format is an essential part of making it easier for people to travel. Of course, this benefits not just disabled people, but everyone else. By accessible information, I mean everything from providing audiovisual information on buses to including clear and simple signage in places such as railway stations that works for people with difficulties with communication, understanding or memory. Audiovisual information on buses is another tool that can make all the difference to someone’s experience of a journey. The Department is taking forward the necessary legislation to ensure that this is rolled out across all bus services. We are providing £2 million of funding to help speed this up and make it more affordable, particularly for small companies.
Accessible information is not only about audiovisual information. Improvements to real-time information can also make a difference to someone’s confidence to travel. Real-time information can alert people to changes on their journey or enable them to update their assistance requirements. That is why, as part of the strategy, we are supporting the Rail Delivery Group as it trials a new Passenger Assist application. This application will, for the first time, enable disabled passengers to book and change their assistance requirements digitally and receive updates on their journey in real time. I am challenging the Rail Delivery Group to present a mobile system—preferably an app—that will reduce the amount of time it takes to pre-book a journey, making it as easy as possible for disabled people.
Lilian Greenwood (Nottingham South) (Lab)
Anything that improves the quality of disabled people’s experience of passenger assistance is very valuable, but should not the goal be to turn up and go—for someone with a disability to be able to use public transport in just the same way as you or I, without having to make a pre-planned journey? They should simply be able to use the facilities because they are accessible to everyone.
Ms Ghani
I absolutely agree with the hon. Lady, who is an expert in this area, as she chairs the Select Committee on Transport. The goal is that every passenger, regardless of their disability, can turn up and go—just as abled-bodied people can—but we have to accept that, in some circumstances, some bookings might need to happen in advance, especially when the journeys involve a variety of transport such as buses, taxis and other sorts of mobility. We hope that Passenger Assist can enable those journeys to be dealt with from start to finish, but of course the aim is for people to be able to turn up and go. More readily available information will benefit us all, including those with disabilities and those requiring physical assistance. We also want to ensure that we are covering other less visible disabilities such as autism and hearing loss.
The fourth theme in the strategy is about ensuring that our infrastructure is genuinely accessible to all. By infrastructure, I mean not only the public realm—stations, bus stations or streets—but also our trains, buses, taxis, boats and planes. The strategy included some significant new commitments under this theme. First, it confirmed that the Government would provide up to £300 million of funding over the period to 2024 to improve the accessibility of our rail network under the Access for All programme. This is an area of considerable interest for many hon. Members, and it was the subject of a Westminster Hall debate earlier this month. I have also written to all hon. Members to explain how the funding works and what needs to be done if they would like a station to be included in the programme.
Secondly, the strategy included the announcement that the Government would ask local authorities to pause any shared-space schemes that they are considering. I thank my right hon. Friend the Member for Basingstoke (Mrs Miller) for the work that she and the Women and Equalities Committee, which she chairs, have done to review disability and the built environment, particularly for its recommendation with regard to shared-space schemes. The Committee’s recommendations and the feedback provided by many stakeholder groups informed our decision.
Marsha De Cordova (Battersea) (Lab)
The Minister has touched on the really important issue of shared spaces. I am pleased to see that the strategy calls for a halt to any further new shared-space developments, but there is a problem with existing shared spaces. Can she confirm whether there will be funding for local authorities to make those shared spaces accessible and not no-go areas for blind and partially sighted people?
Ms Ghani
This is a very important issue on which I gave evidence to the Committee just a few weeks ago. People’s interpretations of shared spaces are varied. There is no agreement, even within the community that lobbies for people with visual health problems, on what the minimum size of a pavement should be. That is why we will undertake a consultation with Transport Scotland to get some data on what works and what definitely does not work so that we can update our guidance by the end of next year.
Victoria Prentis (Banbury) (Con)
We, too, have a problem with shared spaces, particularly outside a local primary school. Will the Minister ensure that the needs not only of people with disabilities but of smaller and older people in our communities are included in the consultation so that all voices can be heard? Many of us are very worried about these shared-space ideas.
Ms Ghani
That is an incredibly valuable point. When talking about shared spaces, we may think about those who are using wheelchairs or those with visual health problems, but not about mums or parents with buggies, let alone older people. That is why the interpretation of shared spaces is so varied. There is some valid concern that when shared spaces are imposed in their totality, when there is absolutely no infrastructure in place, the situation can become incredibly complicated. We all have anecdotal evidence of where it is or is not working, but we absolutely need to collect the data so that we can ensure that the guidance is the best that it can be.
As I mentioned, we will work with Transport Scotland to take on board all the feedback. We are working with our stakeholder groups to make sure that we have a much more informed decision on shared spaces, particularly with regard to controlled crossings and kerbs, and dealing with people with a variety of disabilities. It is only right that towns should be designed in a way that works for all, and the Government are determined to work with local authorities to ensure that this happens.
I have written a letter jointly with my hon. Friend the Minister for Housing to clarify the approach that should be taken to shared-space schemes. The letter makes it clear that the pause applies to schemes with relatively large amounts of pedestrian and vehicular movement such as high streets and town centres, but does not apply to streets within new residential areas or the redesign of existing residential streets with very low levels of traffic. Whether to improve individual schemes is a matter for local authorities, which need to ensure that they are compliant with their duties under the Equality Act 2010, but we hope that common sense will prevail before the updated guidance is issued.
The strategy includes a commitment that the Department will provide £2 million of funding to enable more Changing Places toilet facilities to be installed at our motorway service areas. Having access to these facilities can be genuinely life-changing for some families and allow them to make journeys that would otherwise have been impossible. We will shortly announce further details on how we intend to allocate this funding, and we will be working in partnership with Muscular Dystrophy UK. This should allow the majority of motorway service stations across the country to have Changing Places toilets by the early 2020s, compared with fewer than a fifth today.
The Department announced shortly after the publication of the strategy that it would extend the eligibility criteria for the blue badge scheme. The new criteria will extend eligibility to people who cannot undertake a journey without a risk of serious harm to their health or safety, or that of any other person such as young children with autism who cannot undertake a journey without it causing them very considerable psychological distress, or who have very considerable difficulty when walking. This is another step forward in ensuring that people with less visible disabilities get the support that they need to live independently. It was widely welcomed, including by the National Autistic Society, which said that it was
“thrilled that the Department had listened to the concerns of autistic people and their families”
and that the announcement would
“make a massive difference to the lives of many of the 600,000 autistic people in England, and their families.”
The fifth and final theme in the strategy is the importance of making sure that our future transport systems work for everyone. Transport is changing, and the technologies and services we are using are also changing rapidly. Many of these changes will offer wonderful opportunities for disabled and older people. Autonomous vehicles, for example, could mean that those who would not otherwise be able to drive, including perhaps those with visual impairment, could do so for the first time.
Eddie Hughes (Walsall North) (Con)
In Birmingham, people are very excited about the 2022 Commonwealth games, and the Government recently announced £170 million to improve transport there. Does the Minister anticipate that that will ensure that the games are completely accessible to people of all abilities?
Ms Ghani
That is a very valid point. I assume that when my hon. Friend mentions the games being accessible to people of all abilities, he does not mean the contenders but the people who are going along to visit the great city of Birmingham. That should be the ambition—absolutely. Our desire is to make sure that our services are fully accessible, and any new funding recognises that as well. New technologies should be designed, from the outset, in such a way that disabled and older people can use them.
The strategy includes a commitment that the Government will publish a monitoring and evaluation framework explaining how we will measure the impact that it is having. That is really important. It is essential that we track the progress that is being made towards our goal of creating a transport system that offers equal access for disabled people. The Department will publish the detailed monitoring and evaluation framework in early 2019.
The strategy also includes a commitment that the Department will report regularly to Parliament on the delivery of commitments set out in it. This will allow hon. Members to hold us properly to account. Finally, it includes a commitment to create a new stakeholder advisory group to allow organisations representing disabled people to have more of an opportunity to shape the Department’s policies in the future. The announcements we have made in the strategy show that we have been listening to disabled people, and I am determined to ensure that we continue to do so as we deliver it.
The inclusive transport strategy marks a significant step forward in ensuring that our transport systems are genuinely accessible to all our users. This is a key part of making a society that works for us all. The strategy is ambitious, as it should be, and comprehensive, as it should be, and it sets out a clear direction of travel. The House will have an important role to play in holding the Government to account on the delivery of the strategy. I commend the inclusive transport strategy to the House and look forward to working with hon. Members as the Government deliver it.
Liz Twist (Blaydon) (Lab)
On 6 June I had the opportunity through an Adjournment debate to raise the issues brought to me by my constituents Margaret Ambaras and Laurel Holleran, who are blind and partially sighted. They and their colleagues took me on a blindfolded walk which allowed me to experience the difficulties they have to face. In that debate I highlighted to the Minister, who is also responding to this debate, a number of issues that they raised with me, some of which have again been referred to today. Those issues are pavement parking and shared spaces and issues to do with taxis, accessible information on buses and safety in travelling.
In that debate, I was able to explain the problems they were having and asked the Minister some specific questions about pavement parking and guidance on shared spaces. I am very disappointed therefore that pavement parking gets barely a mention in the inclusive transport strategy and action on it is again put on hold.
Liz Twist
The Minister shakes her head, and I will be glad to hear her comments on that. Action on pavement parking is still being considered as it has been for some time. What was highlighted in that earlier debate was a need for a policy not just in London, but across the whole of the UK, to allow for pavement parking to be banned and to be the exception rather than the rule. My constituents Laurel and Margaret, along with Guide Dogs and other organisations, will be very disappointed that that issue has not been tackled, because it is very important for them. It really affects their ability to get around and to make the whole journey by walking from, for example, where they live to the railway station, the bus stop or other locations. It is really sad that we have missed this opportunity to do something very immediate to resolve that problem. As the Minister will recall, local authorities are keen to have guidance on this issue so that they can tackle it.
The issue of shared spaces is considered in the inclusive transport strategy, and it is good that the Government have put a pause on them, but as others have said, there is no clear guidance for local authorities on retrofitting shared spaces to ensure that they are safer for people with disabilities of all kinds, particularly those who are blind or partially sighted. It will be interesting to hear from the Minister exactly what is going to happen now. What are we going to do? Are we going to ban shared spaces, as many people with these problems would like to see, or will there be guidance on exactly how to make the existing ones safer? Looking to the future, how are we going to ensure that people with disabilities are able to cope with them? I look forward to hearing the Minister’s comments on that.
In the debate, I also asked the Minister whether the Department would issue statutory guidance to licensing authorities on disability awareness training. It is clear from my constituents’ experiences that such guidance has not always been available. I note that there is a reference in the strategy to providing such guidance, and that a working party is looking at the issue, but as I understand it, the Government have not responded to the working group’s report on this aspect. That is disappointing as well, and I wonder whether the Minister could update us on when we are likely to get a response on that issue.
I also asked the Minister about accessible information on buses. This is already provided in some places, but as others have said, it is sometimes switched off and it sometimes just does not work. That is something that really needs to be tackled, but I note from the report that it has been deferred to the end of the year for further guidance to be issued. Will she also comment on that?
The Minister was kind enough to write to me after the debate about the issue of guards on trains. This has already been referred to many times this afternoon, because many people with disabilities are really concerned that there will no longer be guards on trains. They have relied on those guards to help them in the past, and their presence is a key part of ensuring that people with disabilities feel safe on trains. The Government have to reconsider their position on this, because it is so important to so many people. Again, this is a missed chance.
I know that the Minister understands the importance of some of these issues because, as she said in my Adjournment debate, she herself has had experience of them within her family. However, I am really sorry to see that pavement parking has been sidelined. Other issues that have been mentioned today include the importance of bus services to people with disabilities. My constituents Margaret and Laurel have told me about the importance of bus services to them, so it is really disappointing to see the number of bus services being reduced nationally. We are seeing bus services disappearing in my own area, where funds are stretched, and I know that that is happening across the country.
Another issue that we talked about in that debate was accessibility on trains. As other Members have said, this is not just about step-free access in stations; it is also about being able to get on a train. In my case, when I get the train in Newcastle, I have a struggle to get on it because there is a huge gap. What steps are being taken to ensure that there is funding to make our stations and our trains properly accessible?
At this point, I should refer to my constituent Catherine Nichols, a young woman with a number of disabilities, some of which are visual and some of which relate to her mobility. Catherine never ceases to remind me of how important it is that people like her and those with other disabilities are able to get on a train and that trains are suitable for them to use safely. We need to pick up on such issues, but it seems that money will be a real restriction on any improvements, but I want accessibility to be improved, so money is necessary, and other Members have asked the Minister to raise that with the Chancellor.
We cannot ignore the issue of pavement parking, as raised by Guide Dogs and my constituents, any further. The matter has been put off and put off, but it needs resolving because it is hampering people’s ability to get where they need to be and to use accessible transport. The issue needs to come to the top of the pile and be addressed as a matter of urgency.
Ms Ghani
With the leave of the House, I wish to thank the House for the opportunity to discuss this important inclusive transport strategy. The debate has been good natured, and both sides of the House clearly agree that the strategy is a positive and ambitious programme, but of course there is always more to do to help disabled people and older passengers to access our transport system.
I am pleased to note that this might be the first time an Opposition Front-Bench spokesperson has welcomed the Government’s work, and I look forward to working with Members on both sides of the House to deliver the inclusive transport strategy. We have also heard some powerful stories about how passengers have been undermined, have lost their confidence or have been made to feel incredibly small when all they were trying to do was undertake a journey. That is just not acceptable, and we hope the inclusive transport strategy will address that in some part, especially in addressing the level of training that has to be undertaken by so many people involved in our transport network.
Transport is an essential part of our society, especially through its ability to help us to access work and school, and to stay in contact with friends and family. Through those connections, transport reduces feelings of social isolation, anxiety and loneliness. Transport should be easily accessible, and it is essential to helping to build a stronger and fairer society and a stronger economy. I hope Members will agree that the inclusive transport strategy is bold and shows not only my commitment but the commitment of the Department for Transport to building a more inclusive transport system—a transport system that provides good customer service, that gives disabled people the confidence to use it and that provides information in a range of formats to support journey planning and unexpected changes along the route.
I now wish to discuss some of the valid contributions made by Members from across the House. First, let me deal with the points raised by the hon. Member for Nottingham South (Lilian Greenwood), because she asked so many questions. It would be near impossible for me to answer all of them, so I hope she will allow me also to respond in writing. She made a request for further clarity on what the Government will be doing on wheelchair spaces. In my time at the Department, I have always been clear that a wheelchair access space is for wheelchairs, but I accept that further training is required for some people to empower them to ensure that they can deliver that advice and guidance when they undertake their day-to-day job.
An expert stakeholder group was established and has advised Ministers on a combination of amendments to legislation and guidance and in March we accepted those recommendations. We will also bring measures forward by the end of the year. Fundamentally, this involves much better training and understanding, in order to enable people to apply common sense.
The issue of community transport was raised, including by my hon. Friend the Member for Banbury (Victoria Prentis). I agree that community transport is vital, especially in the most rural constituencies; we have fantastic volunteers doing phenomenal work, be it with younger or older people, across the spread of community transport provision up and down the country. A consultation has indeed taken place and we are aiming to publish our response as soon as we can—I hope it will be in the next couple of months. It is vital to remember that clear guidance has been given by the Department to ensure that local authorities are not stopping taking contracts, and I am having as many conversations as I can to ensure that. Community transport is incredibly valuable and we need to make sure that any guidance we give lands appropriately; sometimes we may not fully calculate the language we use, but our motivations are to ensure that local community transport groups can continue to provide a service for the communities they wish to serve.
The hon. Members for Nottingham South and for York Central (Rachael Maskell) raised an important point about joined-up travelling, because people can set off on a journey only to find that things do not work out. They want to be able to ensure that their next mode of transport is available. Through the inclusive transport strategy, we are going to set up a transport leaders scheme that enables all the modes of transport to communicate with each other. One of my ambitions is for passengers to be fully up to date. Any piece of equipment, app or whatever this becomes has to be linked up. Whatever journey someone is taking and whoever is taking care of them, they should be able to communicate with the next person on that journey and with the person who may or may not be receiving them at the end of that journey. That is the challenge I have set the sector and that is what I am going to be working towards the sector delivering.
The hon. Member for Nottingham South also asked how often we discuss various modes of transport at the inter-ministerial group on disability and society, especially in respect of looking at community transport, and at transport to and from hospital and medical appointments. I assure her that I raise all these issues, including with the planning department that sits on the group, which discusses where bus stops are allocated, whether they are on the wrong side of the road for people who are getting off, whether they are near hospitals and so on. I also talk to the Department of Health and Social Care to ensure that it fully understands how these services should be procured, taking into account the needs of passengers at all times.
The hon. Lady also asked for statistics on Access for All. We have allocated £300 million and we hope that we can do as much work as we can, as swiftly as we can. Figures to the end of 2017 suggest that more than £85 million has already been spent on Access for All projects, and we have £300 million in place now. All those projects that were deferred previously will now be assessed for the new Access for All funding.
The hon. Lady also referred to pavement parking, as did my hon. Friend the Member for Banbury—[Interruption.] Forgive me, it was the hon. Member for Blaydon (Liz Twist). The issue has been tackled by the Department, and one of our Ministers is gathering evidence on the effectiveness of the current pavement parking laws. We are considering changes to the law and listening carefully to concerns raised by campaigners. There is a commitment to ensuring that we can put out the review by the end of the year. In all the decisions that we make, we have to make sure that we reflect everyone’s concerns and do not make fast decisions that might cause adverse reactions in local communities.
An important and valid point was made about parking meters that require people to use their phones, so I shall take that away and ensure that we pick up on it. We will see what we can do with the Disabled Persons Transport Advisory Committee and other disability groups that we work with, and ask whether people not having an app, or being unable to use an app or to do whatever they need to do, is causing an issue with parking. We must make sure that parking is accessible for everybody, so I am grateful that that point was made and will make sure that it is tackled.
Let me respond to some of the issues raised by the hon. Member for Inverdale—
Ms Ghani
I am awful at reading and writing, aren’t I?
We have assigned £2 million to public awareness campaigns and we will ensure that we can tackle not only the sector that has to deliver the service, but the public. It is not right that we hear stories of people’s inappropriate behaviour, or of individuals—whether they are bus or train drivers—who are employed to deliver a service but just make really poor decisions. I hope that the inclusive transport strategy can deliver confidence among people who are disabled so that they can undertake journeys and are not deterred by one bad journey. We do not want to put anybody off, so I am really pleased that the debate was not negative at all and was about making sure that people can feel positive about leaving their home and undertaking journeys.
My hon. Friend the Member for Banbury started her speech by saying that lavatories and lifts are not celebrated enough. I am keen to hear how she will continue to celebrate them throughout her tenure as a Member of Parliament. She spoke about the wonderful community transport work that is being done in Wendlebury and the bus routes in her constituency. As I said, we will undertake a review of pavement parking. She spoke about the importance of the blue badge scheme going beyond what we accept as disabilities in the traditional sense and accepting lots of other disabilities, as well as about the importance of Changing Places facilities. Such facilities are something that we do not come across until we need them or become a carer for someone who does, but they are vital. We hope to have facilities in place in most service stations in the country. My ambition is for them to be in place in all service stations, but unfortunately ministerial ambitions and budgets have to sit side by side. With that programme of work, it is important that the decisions are not made within the Department; we are working with Muscular Dystrophy UK to make sure that the right decisions are made.
I cannot let the debate end without talking about our passion for buses and for doing what we can to make sure that bus patronage goes up. There are variations up and down the country. There are fantastic places, from Liverpool to Brighton, where bus patronage is up. That is mostly down to the services provided, with up-to-date information and journey times that are sort of guaranteed. People are able to use technology on buses, and there are concessionary fares or cheaper fares for younger people. It is really about understanding the customer base. We have around £1 billion for local authorities to support concessionary fares, whether for disabled people or older pass holders. I am always campaigning for more funding for buses. It is vital that we have one place, one direction and one strategy, so I am keen to work with my Department to put together an investment strategy that focuses on bus services today and tomorrow.
Hon. Members’ references to taxis and private hire vehicles ranged from the illegal behaviour of not allowing guide dogs into cabs to the question of how we raise standards. Reference was also made to the task and finish group, which did indeed produce its recommendations in the summer. I am in the process of putting together the Government’s response, but Members can rest assured that issues relating to what is already illegal are fully understood and that standards throughout the country will be good and not varied, as they are currently. There is not too long to wait for that.
Some comments were made about aviation. We all hear dreadful stories of wheelchairs being broken or not arriving on time, and of passengers not being dealt with. The Department has been working hard with not only the aviation sector, but the disability groups that we work with, take evidence from and consult. An aviation strategy consultation will be produced by the end of 2018.
Cracked pavements were also mentioned. I am surprised that my constituency was not mentioned, because this matter comes up quite a bit, even in Wealden. The Department has a substantial amount of funding for highways maintenance. I believe that an investment of £3.8 billion between 2016-17 and 2020-21 will address the matter, but the point is absolutely valid.
We heard that bus drivers were turning off audio-visual information. We are investing £2 million to make sure that that information is available, especially among smaller bus companies, because it is absolutely key for all people who use buses, not only those who are disabled. It makes no sense whatsoever to turn off that information. Once again, training is absolutely key in this area.
A number of comments were made about driver-operated-only and driver-controlled-only trains and levels of staffing. First, we must be aware that where those issues have been raised, such as on the Southern lines, there has been an increase in staff, not a reduction. We must also understand that driver-operated-only and driver-controlled-only trains have been operating for a substantial amount of time. It is not always about having more people available; it is also about having the right people with the right training. It does not help if more people are available but they do not do the right thing by supporting passengers who have concerns about disability and accessibility. As this matter is often raised, it is important that people know that the motivation behind the inclusive transport strategy is to ensure that disabled passengers have a good-quality service. That is the primary goal of the strategy. Opposition Front Benchers need to decide whether to prioritise passenger experience, or whatever a union wishes to push. We need to establish whether we look at training across the rail network, including for drivers, or support union practices that may or may not get in the way of providing a better service for passengers. I believe that we need to focus on passengers, instead of on what the unions might be arguing for at any one point.
The inclusive transport strategy has not only a very ambitious plan, which will obviously continue to be in place, but a substantial amount of money behind it. We have £300 million for Access for All, which is about not just steps, but anything that a train operating company, in conjunction with the local community and the local authority, believes needs to be amended at a station or on a platform to make it more accessible. There is also £2 million of new funding for the Changing Places scheme, as well as £2 million for audio-visual information for smaller bus operators, which is backed up with training so that drivers do not switch it off when it is meant to be working. A substantial amount is also available for awareness.
I have set out what is happening today but, if I may, I will take a moment to talk about the future. Throughout the Government’s industrial strategy and in all our major transport infrastructure projects, technology is absolutely key. We want to make sure that transport is at the front of absorbing any new technology that will enable us to provide the most efficient service possible. New developments such as autonomous vehicles and mobility as a service offer benefits to our economy and have a great potential to improve the options available to disabled people. It is important that we are always abreast of new products and services to ensure that we design the most inclusive transport system.
We also have in place the future of mobility call for evidence, which is focusing on technology’s potential to help people to access and use transport. It is essential, as has been noted, that the designs developed are within the reach of all people, regardless of their disability. There is no point our running ahead and using technology from which people already feel excluded.
I thank the House for this opportunity to consider the important issues highlighted by the inclusive transport strategy. I hope that right hon. and hon. Members have been persuaded of not only my commitment, but the commitment of the Department, to improving accessibility for everyone on our transport network. I hope that that will not only make people’s journeys easier but, fundamentally, increase their confidence to go about their lives in the same way as the rest of us.
Question put and agreed to.
Resolved,
That this House has considered the inclusive transport strategy.
Draft Merchant Shipping (Monitoring, Reporting and Verification of Carbon Dioxide Emissions) (Amendment) (EU Exit) Regulations 2018
Nusrat Ghani Excerpts(6 years, 1 month ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I beg to move,
That the Committee has considered the draft Merchant Shipping (Monitoring, Reporting and Verification of Carbon Dioxide Emissions) (Amendment) (EU Exit) Regulations 2018.
It is a pleasure to serve under your chairmanship, Mr Betts. We are debating regulations that will amend EU regulation 2015/757 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport. The effective monitoring and reporting of carbon dioxide is an important step on the road to achieving a more environmentally sustainable shipping sector. We expect that the emissions data gathered will help the international community to develop more effective measures to reduce greenhouse gas emissions from ships. The EU regulation established rules for monitoring, reporting and verifying CO2 emissions from ships above 5,000 tonnes that make voyages that start or finish in a port in an EU member state. The EU regulation has direct effect in UK law.
Shipping companies have already prepared monitoring plans and have been collecting data since 1 January 2018. Ships within scope are required to carry a valid document of compliance from 30 June 2019. The EU regulation applies only to ships visiting ports that are under the jurisdiction of an EU member state. It would therefore cease to have effect when the UK leaves the European Union. The changes made in the regulations are therefore necessary to ensure that the monitoring, reporting and verification requirements of the EU regulation continue to apply to ships serving UK ports. If the UK failed to correct the EU regulation, ships that call at EU ports would still need to report under the EU system. However, those trading between the UK and non-EU ports would not need to report. That would create an uneven playing field between companies, and the evidence on greenhouse gas emissions would be weakened.
The UK is a strong supporter of global action to tackle climate change. In April this year, we helped lead the high ambition coalition to secure agreement at the International Maritime Organisation on an initial strategy on greenhouse gas emissions. That includes an historic first emission reduction target for ships of at least 50% by 2050, which is an important step forward in tackling emissions from international shipping—the last major sector not to have an emissions reduction plan. The International Maritime Organisation has also produced its own system for monitoring CO2 emissions from ships. Its data collection system has a similar objective to the EU MRV regime, but will be effective from 1 January 2019, a year later than the European system. Robust information on emissions from ships is important when taking action to reduce such emissions, and that is what the EU regulation aims to provide. If we did not ensure that the regulation continues to have effect, we would be weakening the evidence base on which the development of effective and appropriate measures depends.
As well as amending the EU regulation, the instrument makes a number of other changes, mainly technical and operational in nature, to ensure that the system continues to work. Those changes are to Commission implementing regulation 2016/1927 on templates for monitoring plans, emissions reports and documents of compliance, and the Merchant Shipping (Monitoring, Reporting and Verification of Carbon Dioxide Emissions) and the Port State Control (Amendment) Regulations 2017. The latter regulations provide an enforcement mechanism for the EU regulation in the United Kingdom.
In addition to ensuring that the same regulatory requirements continue to apply to UK-registered ships, the amendments ensure that UK regulators are able to enforce those standards against foreign vessels in UK waters, including EU vessels. The amendments replace references to “an EEA state” with references to “the United Kingdom” to ensure that legislative requirements continue to apply within the UK when it is no longer a member state; amend the certificate of compliance to include a reference to a certificate of compliance issued by an EU member state; repeal a provision about the expulsion order; and amend Commission implementing regulation 2016/1927, which provides ship owners with the templates needed for their monitoring plans and emissions reports, and the template for the documents of compliance that is used by the verifier.
The regulations before the Committee are intended to ensure that all ships visiting UK ports are subject to the same reporting requirements and that the UK continues to play its part in international action on greenhouse gas emissions from shipping. They are fully supported by the Government, and I commend them to the Committee.
Ms Ghani
I thank members of the Committee for an interesting debate. It has been notable for me as the first affirmative debate with which my Department has been involved in respect of an EU exit regulation.
It is clear that the Committee recognises the importance of monitoring CO2 emissions from ships. There might be some debate about which system is best—the European or the international regime—but there should be no dispute about the need to control CO2 emissions if we are to meet the IMO’s target of reducing emissions from ships by at least 50% by 2050.
I will now take a moment to respond to the comments of the hon. Members for Kingston upon Hull East and for Kilmarnock and Loudoun. I am grateful to be allowed to write in detail about the technical questions posed, but I will briefly cover some of the issues. On article 22, the omission of the words in paragraph 3 is not intended to preclude full compliance under IMO requirements. I am happy to give that assurance in writing.
On the valid point about the schedule of monitoring and reviewing, we are committed to reviewing every five years, but that does not preclude us from undertaking an earlier review. If the Commission reviews the regulations, we will review our regulations also. It is important to note that when we gained our historic agreement at the IMO for the minus 50%, we were one of the countries to lead the high ambition coalition, so there is a huge responsibility on us to get it absolutely right.
The MRV regime is already well established, and ships travelling between the UK and EU ports would need to comply with the EU regime whatever the UK does after we leave the EU. In order to minimise the burden on shipowners and maintain clarity, the Government want to retain the existing MRV regime. That will ensure that the same regulatory requirements continue to apply to UK-registered ships and that the UK is able to enforce the standards against foreign vessels in UK waters.
Ideally, we would like to see the alignment of both the European and international CO2 monitoring systems. The European Commission is currently reviewing the MRV to consider how to further align the two systems. We expect it to publish its draft proposals before the end of this year. Whatever the outcome might be, our aim is to make sure that our regime is effective and minimises the burden on shipowners post-Brexit.
On the point about how many EU exit SIs we have in the Department, we have approximately 66, and for maritime 13. I look forward to seeing everyone in this room in the near future.
Question put and agreed to.
Step-free Access: Battersea Stations
Nusrat Ghani Excerpts(6 years, 1 month ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
It is a pleasure to serve under your chairmanship, Sir Roger, and I congratulate the hon. Member for Battersea (Marsha De Cordova) on securing this debate and giving colleagues across the House the opportunity to discuss the important subject of accessibility to the rail network as far as Manchester—that is no distance from Battersea! I recognise how important it is for the hon. Lady’s constituents to have access to the railway and to get to and from work, see family and friends, and go about their lives.
Delivering a transport system that is truly accessible to all is of great importance to me, and I hope that the hon. Lady has seen the Department for Transport’s inclusive transport strategy, published in July, as evidence of the Government’s commitment to taking action to safeguard and promote the rights of all disabled passengers. We do not deny that our strategy is ambitious, but we are determined to deliver it. By 2030 we want disabled people to have the same access to transport as everyone else, and if physical infrastructure remains a barrier, assistance will play a role in guaranteeing those rights. Key commitments to improving accessibility across all modes of transport for those with visible and less visible disabilities include up to £300 million to extend the Access for All programme until at least 2024.
Marsha De Cordova
You mentioned that we are looking at disabled people having parity with non-disabled people by 2030, so does that mean that the target in the Equality 2025 strategy is being moved to 2030?
Sir Roger Gale (in the Chair)
Quite right. It is not the Chair’s responsibility to respond to questions, and I take the opportunity to say the same thing to the hon. Member for Battersea (Marsha De Cordova). We really must work in the third person.
Ms Ghani
Forgive me, Sir Roger. I will make sure not to do that again.
The hon. Lady is conflating two issues. There is the 2025 aspiration, but the 2030 target is to ensure that we come into line with the UN’s ambition to ensure accessibility across all modes of transport. We mentioned £300 million for Access for All, and we also have £2 million to help bus operators install new audio-visual equipment on buses, and £2 million to enable the installation of more Changing Places toilets in motorway service areas. The strategy also requests that local authorities pause the installation of new “shared-space” schemes.
Ms Ghani
I am glad the hon. Lady is pleased about that. That will apply specifically to new schemes at the design stage that incorporate a level surface. An accessible transport network is central to the Government’s wider ambition to build a society that works for all, regardless of the nature of a person’s disability. People should have the same access to transport and the same opportunity to travel as everyone else, and this is an important measure to reduce social isolation and create opportunities for people to play a more active role in society. I represented the Department for Transport at the loneliness strategy that was published yesterday, along with the Under-Secretary of State for Digital, Culture, Media and Sport (Tracey Crouch) and the family of Jo Cox, to ensure that transport is seen as a way of ensuring that we tackle isolation.
As the hon. Lady noted, many of our stations—including those in her constituency—are Victorian, and their infrastructure is not fit for today. Those 19th century stations were not built with the needs of 21st century passengers in mind, which has left us with the huge task of opening up the rail network to disabled passengers. Although 70% of journeys are step free, we have continued our commitment to the Access for All programme. The inclusive transport strategy included a commitment to extend our Access for All programme across control period 6 between 2019 and 2024, with an additional £300 million of funding from the public purse. The hon. Lady asked about the £47 million, but that was not cut at all as it has been deferred to that round of funding. Part of that funding will be used to continue work on the stations that were deferred as part of the 2015 Hendy review, including Battersea Park station—I am pleased that the hon. Lady welcomes that investment.
Those funds will allow design work to restart on all deferred projects from April next year, and once the designs are completed, Network Rail will confirm the construction date for Battersea Park. The project is likely to be difficult to complete, given the nature of the station, but Network Rail has been instructed to continue to work with local stakeholders, including Wandsworth Borough Council. I know that the council has aspirations to improve not just the station but the wider area, going further than the Access for All project.
I am confident that a solution that meets the requirements of all stakeholders can be found. Some of the best Access for All projects have been those where a number of smaller schemes and funding streams have come together to enhance a station greatly. For example, Clapham Junction and Putney both had lifts installed in recent years to make the stations accessible, and other work has been carried out at the same time to reduce congestion. In addition to those stations deferred from the previous round of funding, we will use part of the £300 million fund to make improvements at even more stations. We have asked the industry to nominate stations for new funding by 16 November this year, and I urge all hon. Members to encourage nominations in their constituencies. Nominated stations will be selected based on annual footfall and weighted by the incidence of disability in the area. We will take into account local factors such as proximity to a hospital or the availability of third-party funding for the project, and we will ensure a fair geographical spread of projects across the country.
The hon. Lady will know that neither Queenstown Road nor Wandsworth Town in her constituency have previously been nominated for Access for All funding. Nominations come through the train operating company in partnership with the local authorities, Members of Parliament and, of course, local councillors championing them. I encourage her to liaise with South Western Railway if she wishes these or any other station to be put forward, and ideally to seek a proportion of third-party matched funding that will help to weight the business case. I hope to announce the selected stations by April next year.
I noted that the hon. Member for Manchester, Gorton (Afzal Khan) mentioned a station in his constituency. We are not asking for local communities to drive these campaigns. We are asking for train operating companies to recognise the stations that they would wish to prioritise. We have quite a large sum of funding, £300 million, but we have to ensure that it is spread appropriately. This new £300 million of funding builds on the success of the Access for All programme. So far it has installed accessible, step-free routes at over 200 stations, and around 1,500 stations have benefited from smaller-scale access improvements.
We are also pressing the industry to comply with its legal obligations to ensure that work at stations meets current accessibility standards, not only on flagship projects such as Crossrail, the redevelopment of Birmingham New Street and the TransPennine route upgrade, all of which are delivering significant accessibility improvements, but as part of the business as usual work of their renewals programme, for example by making sure that any replacement bridges have lifts or ramps. It is also important that the industry meets its obligations to anyone who needs assistance, whether they have booked ahead of time or not.
Afzal Khan
Will the Minister explain why it is appropriate to defer the £47 million she talked about when so many disabled people throughout the country are suffering because they do not have fair access to stations? Also, when is the Minister likely to visit Levenshulme, as she has said she will try to do?
Ms Ghani
I am thankful for the intervention, which allows me to clarify that the £47 million has not been deferred. All the deferred stations in the last spending round have been put into this spending round, which is why we have £300 million to spend. I am grateful once again for an invitation to the hon. Gentleman’s constituency; I will see what I can do, but obviously I cannot accept every invitation, although this one is incredibly attractive.
Getting back to the point that the hon. Member for Battersea raised about how much time people have to leave before taking a journey, every passenger should get the best possible help to use the trains, whether booked ahead of time or not, particularly at stations that do not have fully accessible facilities. Each operator is required to have a disabled people’s protection policy in place as part of its licence to operate services. The policy sets out the services that disabled passengers can expect and what to do if things go wrong, and commits the operator to meeting its legal obligations by making reasonable adjustments to their services to allow disabled people to use them, for example by providing an accessible taxi, free of charge, to anyone unable to access a particular station. Through the inclusive transport strategy, we are also looking at how we can improve Passenger Assist to make it more flexible and responsive to real-time changes.
I hope I have demonstrated that this Government are committed to improving access at stations for disabled passengers, through both specific projects such as Access for All and improvements delivered as part of our wider commitment to improving the rail network. I thank the hon. Member for Battersea and all colleagues for the contributions they have made; I appreciate the frustration of passengers who do not have access to stations in her constituency, but I hope the hon. Lady has been reassured that the Government remain committed to investment that will improve rail services. We want people to continue to benefit from the record levels of funding, including the Access for All investment that will benefit passengers at Battersea station. I am beginning to understand her particular experience of disability and accessibility, and I am more than available to meet her to discuss any issues relating to hidden disabilities that we need to cover through the inclusive transport strategy.
Question put and agreed to.
Transport
Nusrat Ghani Excerpts(6 years, 1 month ago)
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Karl Turner
It is scandalous that British officers and ratings hold fewer than 20% of jobs on UK vessels, while the shipping companies reap the benefits from the tonnage tax. Does the Minister agree that we need to create a mandatory link to training and employment of British seafarers, including ratings, as other EU countries have?
Ms Ghani
The tonnage tax enables us to have six types of apprenticeship, and it encourages companies to employ UK ratings as well. We are doing everything we can, whether it is on ports or working with our ship owners, to ensure that every opportunity is available for young people to enter the maritime sector as a career. [Official Report, 11 October 2018, Vol. 647, c. 270.]
Letter of correction from the Under-Secretary of State for Transport the hon. Member for Wealden (Ms Ghani):
An error has been identified in the response I gave to the hon. Member for Kingston upon Hull East (Karl Turner):
The correct response should have been:
High Speed 2
Nusrat Ghani Excerpts(6 years, 2 months ago)
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Dame Cheryl Gillan (Chesham and Amersham) (Con)
It is a pleasure to serve under your chairmanship, Mr Howarth.
I welcome yet another Minister for HS2 to the Front Bench. The turnover in Secretaries of State and junior Ministers responsible for this project at the Department for Transport has been regular, to say the least. I also congratulate my hon. Friend the Member for Stone (Sir William Cash) because he made many of the points that I wanted to make. I will try not to repeat some of them, although some inevitably bear repeating.
Back in 2009, when Andrew Adonis and the Labour party announced the project, I told him that not only was it going to damage my constituency, but that it was an unpopular and costly proposition, and would perhaps not benefit the country as a whole—it will certainly be paid for by the many and be used only by the few. Unfortunately, the incoming Government, of which I was a part—I tried hard to persuade my colleagues in Cabinet to drop the project—went for it. Today, we find ourselves in a situation in which not a single inch of track has been laid, but billions of pounds have already been spent.
To follow up on the point made by the hon. Member for Blackley and Broughton (Graham Stringer)—we first came into contact when I fought the Manchester Central European seat many moons ago—I am very lucky to have persuaded my colleagues to invest in tunnelling. That was not only for my constituents, but for the country as a whole, because this dreadful project is going through an environmentally sensitive area—an area of outstanding natural beauty. There is merit in looking at making the area a national park, although that may not be successful. Such a rare piece of our land, with fragile chalk streams, really deserves that protection. It is a shame that such protection does not cover the whole of the AONB but stops prematurely at the end of my constituency.
For me, this project has been one of poor management, poor corporate governance and failures in communication right along the way. Let me refer to a couple of constituency cases; in fact, I have a letter that I will hand to the Minister at the end, addressed to the Secretary of State, about yet another failure regarding a constituent. The issue is communication; as far as I am concerned, HS2 has not learned any lessons about communication with communities.
My constituent is troubled by the closure of Shire Lane, the partial closure of Roberts Lane and the completion date for the construction of the link road. Since last November, she has been given a range of dates, ranging from January this year to April and May, and now to September or even July next year. She has continually chased answers, only to be ignored or told that someone will get back to her.
My constituent’s complaints about HS2’s engagement can be summarised in terms of sporadic communication; broken promises; incorrect information; having to chase constantly, making her feel that she is a nuisance to officials; and the trivialising of her concerns. At the same, a very glossy engagement strategy brochure, which is a spin on public relations, has been delivered to her house. Goodness knows how much that cost to produce. It seems that HS2 is continually secretive. People must not be messed about like that.
My constituent received the first letter on 20 June, which stated that HS2 required land access. It said:
“we will need to enter your land to carry out surveys or investigations during the period from 23 July 2018 to 30 September 2018.”
The second letter, dated 22 August, was exactly the same, but changed the dates from 1 October to 31 December.
On the date of completion of the link road, the communications audit trail shows that HS2 took more than a month from the last known completion date for the link road to tell residents that it had been delayed another six months. That is not good enough. I will hand the letter to the Minister to pass to the Secretary of State. I am sure the Minister will look into this matter.
I had another case earlier this year that bears repetition. It was on compensation, which everyone seems to think is so highly paid to constituents who are thrown out of their homes. I raised this issue with the Secretary of State, and he had to fix it. After HS2 had agreed the compensation, my constituent wrote:
“Despite us having a clear and agreed contract for a year, signed in January 2017, having provided all the necessary documentation from our end, and HS2 Ltd being obligated by the contract to pay the sums to us within 21 days, three months later HS2 Ltd have still not fulfilled their side of it and made the additional payment to us.”
That transaction threatened a disabled couple’s move into their newly adapted home.
I think the Minister is familiar with the case, but it bears repetition because of the contrast with the lucrative high salaries paid to officials, which my hon. Friend the Member for Stone alluded to. HS2 paid at least £100,000 in salary and perks last year to 318 officials—up from 155 in 2015-16. It spent more than £600 million on consultants—well over double the figure the previous year. This is a taxpayer-owned project, but more than 25% of staff enjoy a six-figure remuneration package, including salary, bonus and company pension contributions. Four years ago, that proportion stood at 4%, and two years ago it was less than 17%. If we add that up—particularly the extremely expensive and often very aggressive and intimidating barristers who have been used in the hybrid Bill process—the costs really outweigh what is reasonably to be expected of a taxpayer-funded project.
I will not mention Carillion or the fact that the Department has not updated the costs of the project. There are so many areas in which this project falls down. For example, for years we pushed for a property bond scheme, but in May 2018, the Department set up a High Speed 2 property price support consultation, and it will publish its decision on the consultation exercise later this year. When will that consultation be published, and what are the chances of getting the property bond that has been promoted by many people?
The whole project is starting to slip and is out of control. The phase 2b Bill has been put back and will be tabled again in 2020. The Government say that will not have a bearing on the final completion date
The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
indicated dissent.
Dame Cheryl Gillan
The Minister is shaking her head, but I would like better clarification on that issue. It is depressing not only that the legislation is being halted and is slipping but that there are setbacks in the civil works. The initial costs for the main civil engineering contracts for the first phase of HS2 are £1 billion over budget. That will lead to delays in starting the works. Seven contracts covering the work were announced last July, estimated at £6.6 billion, but I understand those have slipped by at least six or nine months.
The Minister was shaking her head, but she will know how difficult it is to extract information about the project. I have been batting on about that for a long time. This is taxpayers’ money, and the project should be transparent. I understand that it is commercial in confidence, but it is not transparent. Indeed, if hon. Members try to read the documents, they will find a large amount are redacted. Minutes from meetings often are not published on the Government website in any timely manner. That goes against HS2’s framework agreement. The minutes are often meaningless. HS2 has published board minutes up to March 2018 as far as I know, but I am not sure that that fulfils its responsibility to engender public confidence and accuracy in the information it discloses. The Minister should address that. All minutes of all meetings should be published on a timely basis. HS2 is supposed to be committed to being an open and transparent organisation, but I am afraid that is far from the truth.
When it comes to my local area, I am exceedingly worried about my local authorities. They face potential local government reorganisation—we do not have a decision yet on that. The cost and burden on my county council and district council have been quite phenomenal. Neither will get back the time, money and true cost to our local institutions, and that is not to mention our parish and town councils, which have really been burdened in this matter.
I have nothing against the Minister, as she knows. We have known each other for quite some time, and I am very proud that she is a politician. She must not take this personally, but I have called for a dedicated Minister. The champion for the Oxford-Cambridge link, my hon. Friend the Member for Milton Keynes South (Iain Stewart), has called for a dedicated Minister on that project alone, yet HS2 is much larger and there is no sign of a dedicated Minister. He is a Minister just going into Government and has called for a dedicated Minister on something that is actually smaller and less complicated than this project.
I have been so disturbed by what I have read and heard recently about the failure to extract information about this project. One might think that I would get disheartened and get HS2 opposition fatigue, but I am afraid there is no such luck. Sometimes I feel I am the only person who is trying to hold the project to account, although my colleagues are doing a sterling job.
I wrote to the Secretary of State on 17 August because I was particularly perturbed that Sir John Armitt had called for the Government to invest £43 billion more in further transportation links so that HS2 could meet even the basic business assumptions made about it. I have asked the Secretary of State to ensure that the Government carry out a full evaluation of this project—its viability and its value for money for the taxpayer. These moneys could be spent on other areas of modernising transport and communications in the UK and on other matters. As can be seen in the newspapers today, many people think that the money would be better spent on health and education, certainly in view of the technological advances in transport. The Government are still playing catch-up on 5G and on other matters.
In the interests of the country and taxpayers, I hope the Minister, the Cabinet and the Secretary of State will respond positively to the request I made, which I copied to the Prime Minister, the Chancellor and the Chief Secretary to the Treasury for their consideration. Because of the major implications of this massive expenditure, the high costs and the poor corporate governance, HS2 should be completely independently assessed. If that results in a pause while that work takes place, I will be satisfied. I hope that HS2 will hit the buffers. It is not good value for money for the taxpayer.
The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
It is a pleasure to serve under your chairmanship, Mr Howarth, and I congratulate my hon. Friend the Member for Stone (Sir William Cash) on securing the debate. The construction of HS2 phase 2a will have a significant impact on his constituents, and they have in him a tireless advocate for their interests. I hope that today I will be able to answer most of his questions, and those of all Members who have made thorough and considered contributions to the debate. If I do not, I will follow up those points in writing.
Before I respond to the specific points raised, I wish to outline why the Government are committed to HS2. Quite simply, our current train network is running at almost completely full capacity. Demand on the west coast main line has increased by 190% since 1995, and people are often left standing the whole way on long-distance journeys. We are close to being unable to add any more seats or trains, and although delays occur less frequently than in the past, we still need to overcome that challenge. HS2 will be a new train on dedicated high-speed lines, and because long-distance services will be shifted to the brand new railway, that will free up extra space for more trains to run on the most overcrowded and heavily congested routes.
HS2 direct intercity services will improve the experience of all passengers. Train operators will be able to run more varied and frequent services, including more passenger trains to locations that are not directly served by HS2. From 2033 we expect up to 48 trains to run on the network every hour, carrying more than 300,000 passengers a day—around 100 million a year. There will be greatly increased capacity, faster journey times and better connectivity between eight of our 10 largest cities. Those are the fundamental benefits of HS2, and it will make the lives of passengers easier.
However, the HS2 project is about more than transport—that point was made by many hon. Members—and we want it to turbo-charge economic growth that is shared by the entire country, allowing transport to open up new work and study opportunities and boost the prospects of millions. The key point is that increasing connectivity and capacity to and from the midlands, the north of England and London will help to rebalance the UK economy, and the benefits of that will be felt long before the railway enters the operational phase in 2026.
We are already seeing progress. Tomorrow I will be in Worksop, meeting local businesses to discuss the opportunities that arise from HS2. We know that more than 2,000 businesses have already won work on HS2, and an estimated 6,000 jobs have been supported by it. Meanwhile, 100 apprentices are already working on the project, with 2,000 expected to do so over its lifetime, many of them trained at our high-speed rail colleges in Doncaster and Birmingham. I suggest that Members drop in to visit one of those colleges, to see the opportunities being provided for those young people. HS2 provides a massive opportunity to train people in the skills that the UK needs to compete globally, and it will allow us to generate long-term employment opportunities across the UK.
Birmingham—as a Brummie, I am allowed to say this—is the heart of HS2. The Mayor of the West Midlands combined authority has said:
“HS2 will be worth billions to the West Midlands economy once complete”.
He is a strong supporter of the project. I could not be more passionate about trying to improve the economy, employment prospects and aspirations of young people from our second city. Of course, HS2 will not do that all on its own, but it will be an enabler of economic growth by connecting our great cities and towns in the midlands and the north, encouraging employers not to focus only on London and the south-east.
As I travel around the country to make the case for HS2, there is a true sense of pride and excitement about the project. I recently met the leaders of Bradford Council and Leeds City Council to discuss their plans to maximise the potential of HS2 and regenerate Leeds city centre. The leader of Leeds City Council has said:
“HS2 is an incredible opportunity to create something truly transformational to the economy of our city and the wider region.”
That is what the north is saying. Too often we just hear the voices of London and the south-east.
It is that sense of enthusiasm about HS2 and its potential that we want to encourage. That is why the Government are also working hard to ensure that HS2 integrates with the emerging ambition for Northern Powerhouse Rail and transport improvements in the west midlands. We have been in close contact with local authorities on the route developing growth strategies that will ensure that the benefits of HS2 are fully realised in local areas. That work is critical to the long-term impact that HS2 will have on regeneration and connectivity between our great cities.
We are making progress with the construction of HS2 and remain on track to deliver the plans. Work is starting on phase 1, which will link London and Birmingham by 2026, and we are legislating for phase 2a, which will connect Birmingham and Crewe from 2027.
Sir William Cash
There is a real problem—a potential scandal—about the issue of where the spoil will go. Is it going to be used properly? Can it be used? The other thing that I will write to the Minister about—I hope she will send me a reply—is to do with boreholes in the Whitmore and Baldwin’s Gate area. I have some serious questions about the viability of the proposed tunnel work.
Ms Ghani
I know that my hon. Friend has raised that matter a number of times, including with the Select Committee. It is a detailed question that requires a detailed response. I am happy to provide him with a written response. I know that he has already had a response from the Select Committee, but I am more than happy to put things down on paper.
Phase 2a will connect Birmingham and Crewe from 2027, which is many years earlier than expected. Phase 2 will run from the west midlands to Manchester in the west and Leeds in the east, completing the network by 2033. We are committed to delivering to those timescales. Of course I am deeply aware that the project, despite its huge benefits, will have a significant impact on many people during construction.
Dame Cheryl Gillan
I am grateful to the Minister for giving way, particularly as she is reading out some of the PR speech that I have heard before from Ministers about how marvellous HS2 is. Has she carried out an economic impact assessment on my constituency of Chesham and Amersham? Can she tell me exactly how we will benefit or what damage will be done to the economy? Can she give me detailed figures to show how HS2 benefits my constituency?
Ms Ghani
I know that my right hon. Friend has been a strong champion of her constituency and has undertaken a forensic investigation into HS2. There will be broader benefits, not only to her constituents but to people living around HS2, and that will create a number of opportunities. I will respond to some of the points that she raises in a moment, as I get through my speech.
My right hon. Friend talked about the impact on her constituents. I agree that previously HS2 did not deal with enough efficiency or compassion with the issues raised by constituents. We must continue to work with MPs and constituents affected, and we must work with affected landowners, businesses and residents to ensure that they are suitably compensated. We must make addressing their concerns a priority wherever we can.
I will now address the finer points made by Members. My hon. Friend the Member for Stone, as well as making a number of points about HS2, delved into the far more important topic of potholes, which his constituents have raised with him. In case he was worried about numbers, I can assure him that £6 billion is being invested in repairing potholes to help improve the condition of our local highways. Funding includes a record £296 million for the pothole action fund, which is enough to fix around 6 million potholes. In case there are any concerns, there is funding available.
My hon. Friend the Member for Stone made a number of points about costs and spending relating to HS2. I confirm that the 2015 spending review envelope of £55.7 billion for HS2, in 2015 prices, still stands, of which £27.18 billion has been set for phase 1 and £28.55 billion for phase 2. He also mentioned the route from Euston to Old Oak Common. HS2’s strategic objectives are to deliver connectivity between London and our cities in the north and the midlands. Old Oak Common will offer connectivity to Crossrail, on the great western main line, dispensing passengers east and west into London. I think that adequately covers the issue of costs.
My hon. Friend the Member for Stone also mentioned the environment. There is no denying that HS2 will have an impact on the environment as it is laid. We want HS2 to be more environmentally responsible than any other major infrastructure project in the history of the UK. We are aware of the potential detrimental impacts it could have on the environment and we will do what we can to mitigate them, as well as creating a new green corridor incorporating 9 sq km of new native woodland, alongside tailor-made habitats for species, including 7 million new trees and shrubs for phase 1 alone.
My hon. Friend the Member for Stone also raised the issue of maladministration. HS2 Ltd has moved on positively from the point that he raised. HS2 does not always get it right, but I hope that he will agree that the level of engagement has improved, both locally, with local community engagement officers, and here in Westminster, with drop-in meetings for Members.
I am grateful to the hon. Member for Blackley and Broughton (Graham Stringer) for the work that he does with the Transport Committee. I point out that the Committee’s last three reports stated clearly the case for HS2. To be clear, the phase 2b Bill will be in Parliament long before Crossrail 2. The timetable for the phase 2b Bill will be announced shortly. That will help to unlock Northern Powerhouse Rail and it will be debated before Crossrail 2.
I will respond to all the points made by my right hon. Friend the Member for Chesham and Amersham (Dame Cheryl Gillan) about her casework and I am more than happy to take her notes away. I fully understand how stressful it must be for constituents who are having to deal with HS2, if their issues are not dealt with swiftly and appropriately. I can only apologise if those cases have not been dealt with efficiently. I will do my best to ensure that each constituent’s case is dealt with as swiftly as it can be, and I am more than happy to take that work away.
My right hon. Friend also raised the issue of a national park—she has spoken to me about this previously—and I have raised it with the Department for Environment, Food and Rural Affairs. I would encourage her to do so as well, and I hope to continue to work with her on that. Her constituency has already received more than £26,000 from HS2 to help her neighbourhood to be as green as possible.
My right hon. Friend also raised the matter of the property bond. We ran a technical consultation about that this year and we are now examining responses. We will take a position on the outcome and there will be an announcement later in 2018.
I am a little nervous that I am running out of time, so I will quickly conclude. If I have been unable to respond to everyone’s questions, I will write to them.
I want to ensure that we fully understand the strategic case for HS2. It will not only increase capacity and improve connectivity, but create jobs and regeneration in the UK. For far too long investment and prosperity have been focused on London and the south-east. HS2 will completely change that, benefiting communities up and down the line, but mostly in the north. Moreover, our 2017 manifesto makes a clear commitment to strategic national investment, including HS2. The vote on the phase 1 Bill in the House of Commons was 399 to 42 in favour, and in the House of Lords the figures were 386 to 26.
Beeston Station
Nusrat Ghani Excerpts(6 years, 2 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I congratulate my right hon. Friend the Member for Broxtowe (Anna Soubry) on securing this important debate about access to Beeston station and on highlighting the good work done locally to take the project forward. She is not only a powerful advocate for her constituency; I believe she also nurtured and supported the local action group, Friends of Beeston Station, and put it on the map. A huge debt of gratitude is owed to Trish, Chris and Sarah—unfortunately I did not catch their surnames, but no doubt they will be watching this on the website or see it in my right hon. Friend’s newsletter.
In recent years, expectations about accessibility have changed, both among disabled passengers and in the railway industry. That is particularly so following the success of our transport networks in providing accessible journeys during the 2012 Olympics and Paralympics. As my right hon. Friend mentioned, the extra investment in our rail infrastructure has meant improved services and greater passenger satisfaction. Unfortunately, though, many of our mainline railway stations date from Victorian times. These 19th-century stations, including Beeston, which I believe opened as far back as 1839, were not built with the needs of 21st-century passengers in mind. Interestingly, I tried to look up who the MP was in 1839 and the computer said, “Do not know,” so maybe my right hon. Friend can let me know at some point. No doubt, the constituency did not have as strong a female advocate as it does today.
The Victorian stations have left us with a huge task in opening up the rail network to disabled passengers. Only around a fifth of stations have proper step-free access into the station and between platforms. Clearly, accessible stations make a huge difference to the journey experience not only of people with reduced mobility, but, as my right hon. Friend pointed out, those carrying heavy luggage or pushing unwieldy pushchairs.
I understand how important stations are to passengers, and every rail journey involves at least two of them, but as well as providing access points to the network, they are often important to the wider community.
I am keen to improve access for disabled passengers across the rail network. The Department has therefore continued and, indeed, extended the Access for All programme. As my right hon. Friend will know, the inclusive transport strategy published on 25 July included a commitment to extend our Access for All programme across the next rail control period, starting in 2019, with an additional £300 million of funding from the public purse. This funding is the most appropriate way to deal with the critical areas that she mentioned regarding accessibility challenges at Beeston station.
It must be noted that the station has not been nominated previously. I know that my right hon. Friend is as curious about that as I am, and she may want to ask the train operating company why it is the case. However, we are where we are, and we have asked the industry to nominate stations for the new funding by 16 November this year.
Anna Soubry
To be fair, the company has to prioritise the stations that it thinks are absolutely at the top of the pile. There is at least one station locally—Langley Mill, I think—where access is even worse, although it is difficult to believe how it could be. To be fair to the company, it had to put forward its top priorities, but I hope that Beeston—and, I think, Bingham, which the Minister will not know—are now right at the top of its list.
Ms Ghani
My right hon. Friend is being as fair as she usually is, but today we have put Beeston on the map.
The deadline is 16 November. Nominated stations will be selected based on their annual footfall, which we heard about, weighted by the incidence of disability in the area. We will take into account local factors such as proximity to a hospital or the availability of third-party funding for the project. We will also ensure that there is a fair geographical spread of projects across the country. I encourage my right hon. Friend to liaise with East Midlands Trains and ask it to put the station forward and, ideally, to seek a proportion of third-party match funding that will help to weight the business case.
This new funding builds on the success of the Access for All programme, which was first launched in 2006 as a 10-year programme, but which we have continued to extend. We are also pressing the industry to comply with its legal obligations to ensure that work at stations meets current accessibility standards, not just on flagship projects such as Crossrail or the redevelopment of Birmingham New Street, but as part of the business-as-usual work of their renewals programme—for example, by making sure that any replacement bridges have lifts or ramps. It is important that the industry meets its obligations to anyone who needs assistance, whether or not booked ahead of time. People should expect the best possible help to use the trains, particularly at stations that do not have proper accessible facilities.
My right hon. Friend has written to the Department several times asking for a Minister to visit Beeston station to see the fantastic work that has been carried out by Friends of Beeston Station, to admire its beauty and to see some of the issues that it faces. I am delighted to accept that invitation, and I look forward to visiting the station after the conference recess. I will work with my right hon. Friend to continue to help her to champion her constituency.
Anna Soubry
I am grateful to the Minister for being able to come up so quickly. I need to put it on record that the Leader of the Opposition approached me earlier today and told me that he was supporting my campaign and that of Friends of Beeston Station on the basis that he, too, has visited Beeston station and seen the problem for himself. I have suggested that he need not come up again to see it. I am delighted that the Minister will be coming up, but I am grateful to the right hon. Gentleman for his support as well.
Ms Ghani
My right hon. Friend is inundated with guests. No doubt, she will take care of me. I am keen to have a drink at the Beeston pub she mentioned, and maybe all the other guests could pop along, invited or not.
I welcome my right hon. Friend’s remarks on HS2. We had a powerful debate on it this morning. It is important to remember that it is about not just capacity, but ensuring that we have productivity and prosperity north of London.
I hope that my right hon. Friend and other Members have been reassured that the Government are committed to investment that will improve rail services for all. The Government will ensure that passengers continue to benefit from our record levels of investment. The Department recognises the need to look to the future, to ensure that the railways work for those who use them—passengers, freight and local communities. That means delivering the enhancements already on the way, as well as working with others to develop the next generation of improvements.
I welcome my right hon. Friend’s invitation and look forward to visiting Beeston and seeing the application.
Question put and agreed to.
A14 Cambridge-Huntingdon Upgrade
Nusrat Ghani Excerpts(6 years, 4 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I congratulate the hon. Member for Cambridge (Daniel Zeichner) on securing this debate on the A14 Cambridge-Huntingdon upgrade, and on taking us all the way to the Arctic circle. He must have noticed, as you will have, Mr Deputy Speaker, that I am not my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), the Minister who has responsibility for roads, but I will do my best to respond to all the points that have been raised. Anything I am unable to cover will no doubt be addressed in writing.
The hon. Member for Cambridge diligently raised the concerns of his constituents about this subject and particularly the impact of road diversions through Cambridgeshire as a result of the scheme’s construction. He has continued to lobby behind the scenes, too, and he has commented on his meetings with Highways England to resolve the A14 diversions.
I will use this opportunity to outline what Highways England is doing to reduce the impact of the scheme’s road diversions on local residents. I will discuss those road diversions in some detail, but I begin by reminding hon. Members of the strategic reasons for the scheme and by providing an update on Highways England’s good progress in delivering these much needed road improvements.
In 2013, the Government committed to improving a 21-mile stretch of the A14 between Cambridge and Huntingdon, which the hon. Gentleman no doubt supports. This section of road is one of the busiest parts of the strategic road network between the midlands, East Anglia and the port of Felixstowe. It is vital in connecting businesses, communities and families across Cambridgeshire and beyond, and it is a crucial corridor for international freight. However, it is a long-standing congestion hotspot and an area of concern for local communities.
In delivering upgrades to the A14, Highways England and the Department for Transport have acknowledged that demand on the A14 is taking an increasing toll on both drivers and local residents. Commutes between Huntingdon and Cambridge are severely congested. Small villages on either side of the road suffer from increased traffic due to drivers rat-running to avoid traffic delays on the A14.
The existing A14 is not fit for purpose. In recognition of the problems, the A14 improvement works were included as a major project in the five-year road investment strategy that the Department published in December 2014. Local authorities and local enterprise partnerships have together committed £100 million towards the £1.5 billion cost of the scheme. That contribution will help to deliver a scheme that meets the needs of the strategic road network and local people. The scheme will provide benefits to road users and local communities by making the following improvements: 21 miles of new three-lane dual carriageway road; a new 450 metre viaduct; the removal of the existing unsightly viaduct in Huntingdon town centre; two new footbridges at Swavesey junction and Bar Hill; and more than 18 miles of routes suitable for walking, cycling and horseback riding.
The Government and the Department firmly believe that the scheme will create a positive legacy by connecting communities and unlocking regional and local economic growth, while combatting congestion and improving road safety in the area. The A14 upgrade will reduce community severance and relieve congestion on a critical part of the network, making travel and commuting easier, safer and more reliable. Increased capacity will result in fewer accidents on this stretch of road, and the inclusion of better designed grade-separated junctions will further improve safety. The scheme will combat congestion by separating strategic and local traffic. That is vital, as a 26% increase in traffic growth is predicted for the region by 2026, with Cambridgeshire’s employment forecast to grow by 16% between 2012 and 2031.
Changes to the old road will improve air quality and reduce traffic noise. Highways England has been taking significant steps to ensure that the environment and wildlife of the local area are protected throughout construction and, where possible, will benefit from the scheme. As part of the scheme, Highways England will be delivering 2.7 sq kms of new habitat for wildlife and, you will be interested to know, Mr Deputy Speaker, installing 240 bat boxes and a variety of bird boxes—I am glad that you approve. The scheme also provides an opportunity to improve conditions for walkers, cyclists and equestrians through new crossings. This will restore and build new links and pathways, which will better connect communities.
The scheme will help to create a positive legacy in Cambridgeshire, enabling residential and business developments in the area. To date, the scheme has created jobs during construction, with the new highways college in West Anglia being opened to give up to 200 local people the skills needed to get the road built. After the road opens, it will help to connect residents to employment opportunities. Having outlined the key strategic reasons for the scheme, I am pleased to report that Highways England is making good progress—about 50% is complete—and is on target to meet an open-for-traffic date in 2020. That is with the investment of £1.5 billion.
Let me turn to the specific subject of this debate. The hon. Gentleman has concerns that traffic diversions during the construction of the road are increasing noise and pollution for residents on and off the official diversion routes. I assure him that the Government and Highways England are committed to ensuring that the delivery of the scheme causes the minimum inconvenience to local residents. I believe that from September there will be a step change in diversions, which will lead to improvements.
The issue of lorries and other vehicles not following the recommended road diversions was raised, and Highways England has been working hard to develop measures that will help to reduce these impacts and encourage more drivers to use the preferred diversion routes. Highways England is working closely with Cambridgeshire County Council and partner organisations to minimise the impacts as much as possible. When closures are in place on the A14 between junction 36 at Nine Mile Hill and junction 31 at Girton, the strategic diversion route directs traffic south of Cambridge to use the M11, A505 and A11—those are two sides of a triangle. However, alternative routes are required for non-motorway traffic and for traffic travelling to local destinations when the strategic diversion would not be considered acceptable Those routes take traffic further into and around Cambridge city centre and include Kings Hedges Road, Newmarket Road and Milton Road.
Highways England has no powers to prevent road users, including those in HGVs, from taking other routes that they have a legal right to access as an alternative to the official strategic diversion route. Highways England is working proactively to encourage strategic traffic to follow the official diversion route, including by giving weekly briefings to regional media, parish councils and local organisations, as well as through posts on social media.
Highways England is working closely with all agencies. The dialogue commenced during the development consent order process, as part of which diversion routes were discussed and agreed. A project team meets the police and local authority at least once a month to discuss traffic management. There are more than 40 road signs, with some including instructions not to follow sat-nav systems, and up to 13 mobile variable-messaging signs. Overhead signs are in use further afield on the strategic road network.
The A14 project team is working with the Road Haulage Association and Freight Transport Association so that diversion information can be shared with their members. Highways England is working with Cambridgeshire County Council to implement speed signs and HGV counters to assess the additional numbers of HGVs that are using key routes when the A14 is closed. Cambridgeshire police is aware of the issues being raised and has agreed to check for non-compliance with speed or weight restrictions at key sensitive locations.
The hon. Gentleman asked about data. I assure him that the project team volunteered to introduce measures to tackle the magnitude of the problem. Between 20 June and 12 July, traffic counters recorded between four and 21 lorries per night above the normal levels experienced when road diversions are not in place. The data will be shared publicly on a weekly basis. The hon. Gentleman should have received an email update; if he did not, I will work with the Department to ensure that he receives weekly updates on the data, which he can share, should he wish.
In conclusion, I reaffirm the Government’s commitment to delivering the A14 upgrade on time and within budget. We must ensure that the delivery of such major road schemes puts local stakeholders’ concerns at the forefront of our work. I am confident that Highways England will deliver a scheme that meets the needs of strategic road network users and will minimise the disruption to local people.
Question put and agreed to.
A120 Dualling
Nusrat Ghani Excerpts(6 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
Mr Hollobone, it is an honour to serve under your chairmanship.
No doubt my colleagues have realised that I am not 6 feet 4 inches, so I am not the Under-Secretary of State for Transport, my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), who is the Minister with responsibility for roads. However, I will do my best to respond to all the questions put today and no doubt Department officials will write to answer any questions that are not responded to.
I congratulate my hon. Friend the Member for Braintree (James Cleverly) on securing this debate about upgrading the A120 in Essex. He has made a strong case for the economic benefits of upgrading the A120. Other hon. Members, in particular my right hon. Friend the Member for Witham (Priti Patel) and my hon. Friend the Member for South Suffolk (James Cartlidge), also spoke, about not only the economic benefits that would be opened up but the business case, the residential case and the case for tourism, which was also mentioned by my hon. Friend the Member for Clacton (Giles Watling).
We know that transport is a key driver of the economy and an improved network will provide better journeys and boost local growth, productivity and opportunities. I agree with all of the representations that have been made here today and no doubt the Department is listening very closely, especially to the point made by my right hon. Friend the Member for Witham, who has been banging this drum for eight years—nearly a decade—and I do not doubt that there are reams of paper about the correspondence and meetings that she has had with the Department over those many long years.
James Cartlidge
I thank my hon. Friend the Minister for giving way and for her support. Was she shocked, as we all were, that today the Labour party was unable to commit to supporting explicitly the dualling of the A120? Does she agree that we can talk about choice, but in the real world, where our constituents live, they do not have a choice? We cannot move goods, other than a small proportion, down rail; they will continue to be moved on HGVs for a long time. People may not like that, but that is the real world in which we have to plan our roads today.
Ms Ghani
It has been a very passionate debate and I was also slightly startled that the Labour party representative today, the hon. Member for York Central (Rachael Maskell), could not bring herself to recognise that Essex is a gem of a county in economic development and somehow was taking away choice, by removing the opportunity to invest in road infrastructure, let alone in tourism, business, residential or economic development in the future. However, these debates sometimes bring out surprising results.
Will Quince
Perhaps my hon. Friend the Minister could outline, in response to some of the comments made by the shadow Transport Minister, the urgency of this situation, because if this road is not in the next road investment scheme or RIS2, and goes back to the drawing board, how long would that set us back? More than that, does she think that that would be a slap in the face for all of those people who have worked so hard together, over years, to put this road scheme forward, and to promote it and push it? It would be a slap in the face for all those people to say, “Back to the drawing board—not good enough”.
Ms Ghani
My hon. Friend mentioned the phrase “slap in the face” a number of times; I am not sure how I can respond to that. However, the Labour party is not even putting this scheme on the drawing board; it will not even consider it. No doubt, that will be absolutely frightening for hon. Members’ constituents to hear.
I do not want to prejudice the outcome of the road investment strategy 2 process, but I hope that what I will go on to say later in the speech will provide some succour to the Members who are here today and their constituents. However, I was surprised just as much as my hon. Friend was that the Labour party will not even consider this scheme in the future.
In December 2014, the Government launched the first road investment strategy—RIS1—which outlines how £15.2 billion will be invested in our strategic roads between 2015 and 2021. This is the biggest upgrade to our strategic roads in a generation. It includes the widening of the A12. Many Members said we need to approach this work holistically: my right hon. Friend the Member for Witham; and my hon. Friends the Members for South Suffolk, for Braintree, for Colchester (Will Quince) and for Chelmsford (Vicky Ford). They understood that both these schemes—for the A120 and the A12—need to be linked, so I will just touch on the A12 first.
The proposed work will include the widening of the A12 between junction 19 at Chelmsford and junction 25 at Marks Tey, where the A12 currently joins the A120. We have also provided funding for smaller scale safety improvements. On the A120 east of the A12, at the Hare Green junction with the A133 to Clacton, Highways England has commenced construction of a new £3 million roundabout to improve road safety. Work there is expected to be concluded by the end of this year.
The Government continue to invest in improvements to rail infrastructure in Essex and Department officials continue to work closely with local partners to identify local transport improvements. The South East local enterprise partnership, which includes Essex, has secured £590 million from the three rounds of the local growth fund, supporting projects, including transport schemes, that facilitate economic growth and housing. It has enabled key schemes in the county to be taken forward, such as an investment of £16 million towards improvements on the A127, and an investment of over £70 million towards the widening of the A13 in Thurrock. Both those routes are seen as key routes in Essex.
We recognise the importance of the A120 as a key part of the wider transport network, including all the other benefits that it brings, such as tourism, housing and business. The A120 is a key east-west route connecting areas across the region from the port of Harwich to Stansted airport. It links the east of England to the midlands and the north, so is of national as well as regional importance.
The single carriageway section between Braintree and the A12 near Colchester is currently a bottleneck on the route. Heavy traffic is a burden on the towns and villages that it passes through. That is why we have provided £4 million to Essex County Council as a contribution to the development work for the proposed improvement scheme. I am very grateful to the council for the excellent work it has done to develop these proposals and take them through a non-statutory public consultation on a range of options.
The proposed scheme would support the plans for new housing and growth in the area, in particular the proposed development at Marks Tey. This will boost the economy in Essex and beyond. It will complement the widening of the A12 between Chelmsford and Marks Tey, which we are currently developing as part of RIS1.
Priti Patel
I thank the Minister for being very generous both in her remarks and in giving way. She touched on the A12 widening scheme, and I want to re-emphasise my earlier point on that. That road’s development has been put on hold because of the development of the local plan in Colchester. We were told that categorically about five weeks ago, having previously been told that all planning factors had been considered. I know that the Minister responding to the debate is not the Minister for roads, but perhaps her officials will take away that I would like a meeting with that Minister and with Highways England to find out what on earth is going on. It seems crazy to advance the A120 without the A12. We need to integrate much more this whole way of working, and I again make my plea that all three Departments I named earlier come together on the issue.
Ms Ghani
My right hon. Friend has been a strong campaigner for her constituency, particularly on this issue, and I do not doubt that her request for a meeting will be respected and taken forward. I understand that there was a delay and that the notification of it was made most recently.
The favoured option for the A120 scheme that the council announced on 8 June is supported by a strong analytical assessment and has gained support from both the public and the business community, providing a good case for its consideration as a candidate for inclusion in the second road investment strategy. I cannot comment enough on the strong representations made not only by those Members of Parliament here today but by others who have met repeatedly with the Department for Transport: my right hon. Friend the Member for Maldon (Mr Whittingdale) and my hon. Friend the Member for Saffron Walden (Mrs Badenoch). Strong cases have been made, not only within this debate but behind the scenes, in lobbying the Department for Transport.
We are currently developing an affordable, deliverable investment plan for the strategic road network—the SRN—for the period 2020-25. The work draws on two years of research and public engagement. For example, Highways England has refreshed its 18 route strategies, which cover the whole of its network and present a high-level view of both performance and constraints on the existing road network. The route strategy for the east of England identified a number of capacity and safety issues on the A120, as my right hon. Friend the Member for Witham mentioned.
In December 2017, Highways England published its initial SRN report, which set out its proposed priorities for RIS2 and looked at the strategic road network as a whole rather than suggesting specific enhancements. The Department consulted on the document over the winter and we are using the responses to shape our thinking as we develop the next road investment strategy. Essex County Council’s work in developing the A120 scheme is also feeding into the process.
Our consultation on RIS2 has confirmed the considerable competition for the funding available for new schemes. A great deal of evidence arguing for a range of investments was received, including responses in favour of the A120 upgrade, among other things. There was also support for the schemes that were included in RIS1 for development for RIS2—the A12 Colchester bypass widening and the A12/M25 to Chelmsford improvement. All those proposals are being considered for inclusion in RIS2, alongside others from across the country. I cannot prejudice the process and the outcome, but the Government will announce their final decisions on RIS2 in 2019. Strong representations regarding the business case, as well as the cases in support of homes, the social environment and tourism, have been made today.
I hope that my hon. Friend the Member for Braintree and other Members are reassured that the Government understand the importance of the A120 scheme, both in the region and nationally, and that we see the need for investment in transport infrastructure to provide much needed economic growth. We will take that into account as we finalise our plans for the next road investment strategy.
Transport Safety: Blind and Visually Impaired People
Nusrat Ghani Excerpts(6 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I congratulate the hon. Member for Blaydon (Liz Twist) on securing this debate on transport safety for blind and visually impaired people, and for sharing her experience of a guided walk and how Margaret and Laurel try to navigate with sight loss.
Delivering a transport system that is truly accessible to all is of great importance to me personally and to the Department for Transport. I hope that the hon. Lady will have seen the Department’s draft accessibility action plan, which was published for consultation last year, as evidence of the Government’s commitment to taking action to safeguard and promote the rights of all disabled passengers. Following the responses to that consultation, the Department is developing an inclusive transport strategy that will build on the draft accessibility action plan by setting out the immediate improvements that can be made to the transport system, as well as our longer-term aspirations.
Ms Ghani
The inclusive transport strategy is due to be published shortly. I am sure the hon. Lady will be very pleased when the report comes out. I cannot highlight the action points—obviously, I cannot divulge them—but she will be pleased when she sees the results considering the issues she has raised today.
The accessibility action plan will set out immediate improvements that can be made to the transport system, as well as our long-term aspirations of supporting the Government’s aim for disabled passengers to have the same access to transport as everyone else, enabling them to travel easily, confidently and without extra cost. The inclusive transport strategy will be published later this year. I am sure the hon. Lady will understand that I am not able to divulge all the details, but she will be very pleased with the outcome. There are some assurances I want to give the House today that are unique for supporting blind and visually impaired people using the transport system.
I am pleased that the hon. Lady undertook the guided walk. I was the chair of the all-party group on sight loss, because my father has a visual impairment. As well as assisting him at home and on transport, I have also spent some time as his carer, so I understand at first hand the particular difficulties for people with sight loss and visual impairment. Since becoming Minister, I have met the Guide Dogs for the Blind Association and the Royal National Institute of Blind People to hear the views of people with sight loss and visual impairment who are engaging with public transport. They raised a number of issues very similar to those raised by the hon. Lady. Let me take them one by one.
The first issue is parking on pavements. My father raises this all the time. I know that the hon. Lady recently wrote on this matter to the Under-Secretary of State for Transport, my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), the Minister with responsibility for roads. I appreciate the difficulties caused to blind and visually impaired people by drivers parking on pavements. As the hon. Lady noted in her speech, parking on pavements in London is banned by default and is allowed only in exceptional circumstances. However, it is virtually the reverse outside London, where pavement parking is allowed unless local authorities seek a legal order to prevent it within a certain area.
Jim Shannon
It is not just the parking of vehicles on pavements; shops put tables, chairs and advertising boards out, too. For those of us who have good vision and can see them that is great, but a disabled person will not know they are there at all. It is not just the vehicles; it is what shops are doing as well.
Ms Ghani
The hon. Gentleman raises a very important point. Extra street furniture or clutter inhibits people in confidently navigating their community, especially streets that they know well. One bad experience can set them back, so we need to raise awareness, whether it is among shopkeepers, local authorities or people picking up rubbish and understanding the kind of debris they leave behind. I believe the hon. Gentleman is now the new chair of the all-party group on sight loss and visual health.
Ms Ghani
There are calls for the Government to introduce a law that bans all pavement parking across England, allowing it only in exceptional cases, thereby mirroring the case in London. The Minister with responsibility for roads is keen to make the process as simple as possible. Before seeking new primary legislation, we will evaluate the effectiveness of the current legislation that allows local authorities to take action themselves. We seek to understand the issues that are preventing them from taking action already. The Department will be taking forward that work over the coming months and will look to draw conclusions by the end of the year.
Liz Twist
I thank the Minister for that comment, but I am sure she will understand from her experience the difficulties that many local authorities have in acting on a piecemeal basis. Many are very keen on an overall approach that will make the rules much more clear and consistent. Local authorities can do things, but they are not in a position to do as much as they would like.
Ms Ghani
The hon. Lady raises a very valid point, which is why it is important that we base any legislation on evidence, to make sure that the guidance is absolutely appropriate, accurate, and level in constituencies and councils across the country. We want people to have similarly positive experiences when they navigate their local streets.
I turn now to taxi and private hire drivers who refuse to pick up people with assistance dogs or charge extra for doing so. That attitude and behaviour is just wrong. It is also unlawful. It is against the law to refuse carriage or to attempt to charge a higher fare. A small number of taxi drivers are exempt—for example, there might be a medical reason why they cannot have an assistance dog in their vehicle—but otherwise this practice is unacceptable, and I call on local licensing authorities, including Gateshead, to take action against drivers who break the law. I expect local authorities, as does the hon. Lady no doubt, to investigate complaints fully and pursue criminal prosecutions where appropriate.
Drivers who are convicted can be fined up to £1,000. The hon. Lady mentioned the experience of Margaret and Laurel. I recently spoke to the all-party group on disability, and a lady who came to that meeting had been momentarily denied access to a cab because she had a guide dog with her. It is just wrong. Local authorities have the power to require taxi drivers to attend disability awareness training, and I strongly urge them to make use of this power, as well as the powers to remove licences, investigate cases and impose fines of up to £1,000.
Ms Ghani
I take the hon. Lady’s point and will reflect on her concerns. An independent task and finish group is looking at taxis and private hire vehicles, and we await its report, which I hope will cover this area. I have a concern about this issue as well. There should be very few exemptions—there should be very good reasons why a driver cannot allow a passenger or guide dog into their cab—and we should be absolutely clear about what those are.
I move on now to talking buses. Audible information on buses is key to enabling disabled passengers to take journeys. Disabled people make 10 times as many journeys by bus as by rail, and it is essential that the service provided should be accessible to them. The provision of audible information on all buses will clearly make a huge difference in this regard, but some passengers have raised concerns that there is too much information on buses and that it confuses them even further, so although some bus companies have already introduced talking buses, they will not be required to do so by law until the relevant power in the Bus Services Act 2017 takes effect. We will consult later this year on the regulations that will bring these powers into force.
I accept that some early adopters of talking buses sometimes fail to provide the correct information or information at the right time to enable a blind or visually impaired person to get off at the right stop, and I appreciate entirely the distress this can cause. It only underlines the need to consult ahead of the legal requirement being introduced. We need clear evidence on how much information is needed, at what point in the journey and how often, and we need to factor it into any appropriate regulations. That will allow us to provide clear, evidence-based and legally mandated standards that all bus operators must meet, and that the Office of the Traffic Commissioners will have responsibility to enforce.
I now move to shared spaces, which are a particular concern for people with visual impairments. There is no single definition of “shared space”, but it generally means a space that has different road users, including vehicles and pedestrians, sharing the street. This might be very good for some people with disabilities, especially those in wheelchairs, but kerbs and controlled pedestrian crossings are sometimes removed, which can be particularly difficult for blind or partially sighted people.
The Disabled Persons Transport Advisory Committee, the Department for Transport’s statutory adviser on accessible travel, has written to me about this to highlight its concerns about shared spaces. In addition, the consultation on the draft accessibility action plan prompted a lot of feedback on this issue. Once again, my father regularly updates me on how such spaces are not working for him. In short, concerns about the safety of shared spaces, particularly for blind or visually impaired people and guide dogs, are coming through loud and clear. In the light of these continuing concerns, the Government are considering what further action might be appropriate and will make this clear when the inclusive transport strategy is published.
We take this issue very seriously, and the strategy will cover most of the issues that the hon. Lady has raised, but whatever action the Government and other authorities take to improve the rights of disabled passengers, it will make a difference only if those rights are effectively enforced. To this end, I recently met the chief executives of transport regulators, including the Office of Rail and Road and the Civil Aviation Authority, and underlined to them their responsibilities for ensuring that disabled passengers receive the services they are entitled to.
Ruth George
I want to make a point about Passenger Assist. My visually impaired constituent was simply given a leaflet that was supposed to enable him to travel. Does the Minister agree that that is not acceptable? Although Passenger Assist is available to wheelchair users in my constituency, there are no taxis that can accommodate passengers with wheelchairs. I am trying to arrange for some disabled constituents to visit the Minister in a couple of weeks, but they are having real problems in accessing any sort of public transport.
Ms Ghani
The hon. Lady is absolutely right. The purpose of Passenger Assist is to assist passengers with all kinds of disabilities, and handing out a leaflet is just not on. The role of Passenger Assist is to help passengers to reach their destination with the service for which they have paid. I look forward to meeting the hon. Lady and her constituents to discuss that further.
As I have said, I have met the regulators and reminded them of their responsibilities, and of the work they need to do to ensure that redress is available when things go wrong. That is another issue that we must tackle: when laws and regulations are in place, we must ensure that they are enforced.
I thank the hon. Member for Blaydon again for securing a debate on such an important issue, and I look forward to working with her and Members in all parts of the House to achieve our ambition to improve the travelling experiences of blind and visually impaired people.
Question put and agreed to.
High Speed 2 Ltd: Framework Document
Nusrat Ghani Excerpts(6 years, 6 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I have today laid before Parliament a revised framework document for High Speed 2 Ltd (HS2 Ltd).
HS2 Ltd is a corporate body established on 14 January 2009 to develop, promote and deliver the UK’s new high-speed rail network.
The document deals with matters relating to the Secretary of State’s role as shareholder of the company, its relationship with the Department and respective accountabilities and governance.
Attachments can be viewed online at: http://www. parliament.uk/business/publications/written-questions-answers-statements/written-statement/Commons/2018-05-23/HCWS709/.
[HCWS709]