Rail Update

Paul Flynn Excerpts

Wednesday 29th November 2017 Commons Chamber

[Chris Grayling]

One of the things I am pleased we are doing in partnership with the private sector is the complete transformation of the train fleet across East Anglia. Every single train will be replaced with brand-new trains that have more capacity for passengers. As demand grows, we will have to look again at routes such as my hon. Friend’s to see whether there is a need for more services. In the immediate future, however, I hope that his constituents will be delighted to see the brand-new trains arriving to deliver a better journey for them.

[Paul Flynn (Newport West) (Lab)]

I am struck by the contrast between, on the one hand, the strength and wisdom of the best Select Committee report of my time in Parliament, the unanimous 1993 report by a Tory-dominated Committee chaired by the Secretary of State’s late colleague, Robert Adley, which forecast accurately all the problems that privatisation would bring, and, on the other hand, today’s statement, which seems nothing more than a piece of vacuous window dressing designed to distract us from the Government’s collapsing policies on Brexit.

[Chris Grayling]

There is nothing like trying to shoehorn every issue into one question, is there? The simple reality is that back in the 1990s our railways were in a state of decline—routes and stations were being closed, and there was even a plan to turn Marylebone station into a coach station. That was the reality of the days of British Rail. In the past 20 years, we have seen new trains, new routes and double the number of passengers. The problems today are the problems of success, not failure. That is why the approach in today’s statement is the right one. It is not designed to tear everything up and start again; it is designed to evolve the railways so that they are better placed to deal with the challenges that result from success.

Airport Capacity and Airspace Policy

Paul Flynn Excerpts

Thursday 2nd February 2017 Commons Chamber

[Chris Grayling]

That is an important point. I have been examining the issue and it is being dealt with in some innovative ways around the country. We will be able to glean from the consultation the public’s views on how we can best manage night flights to minimise the impact on communities. Being able to follow more exact flight paths will make a significant difference and will address some of the issues that I have seen in the many communications that my hon. Friend has received from his constituents that have been passed to me.

[Paul Flynn (Newport West) (Lab)]

Since Cardiff airport was rescued from loss-making private ownership by a public-private partnership, it has earned a top environmental award and is now the fastest-growing airport in the United Kingdom, with passenger numbers increasing 16% last year. Will the Secretary of State welcome the Welsh Government’s purchase of the airport? The Airports Commission report says that connectivity will be improved between the regions and nations of Britain, so will he also guarantee that one of those links will be with Wales?

[Chris Grayling]

Cardiff airport has been a great success story, and I pay tribute to all those involved. The hon. Member for Sheffield South East (Mr Betts) asked about what will happen in the coming years, and we are fortunate in having some very good regional airports that can not only take up the slack in the coming years but will be a crucial part of our overall airport strategy in the future.

Severn Bridges

Paul Flynn Excerpts

Tuesday 31st January 2017 Westminster Hall

[Paul Flynn (Newport West) (Lab)]

Thank you very much, Mr Davies. I think this is the first time I have served under your chairmanship. I am sure it will be a pleasure.

Many congratulations to my hon. Friend the Member for Newport East (Jessica Morden). For the entire parliamentary career of her predecessor, who was first elected in 1965, this was the dominant issue. If we look back over the years to see how we got into this position, as early as 1936, there was a Bill to build a bridge across the Severn, but to our great shame it was opposed by Newport Council, which did not want one built.

There was, however, the misery of the Beachley-Aust ferry, which I can vividly remember crossing on in the late ’50s in my Mini. I do not know whether anyone else can remember it, but it was a terrifying, nightmare experience—we were packed in such that we could not open the car doors once stuck on the ferry, which followed a zig-zag course across the turbulent waters of the Severn that were rushing past. It was an incredibly hazardous journey, but with huge queues to get on the ferry, so the people of Wales were prepared to take anything to get a bridge there and see the disappearance of the ferry.

A deal was therefore struck, but in later years it became clear that the fragility of a single crossing made a second one necessary. I do not think any Members present were in Parliament at the time, but in 1992 another deal was done. What was put in law, however, was clear. A formula was agreed and the Severn Bridges Act 1992 stated that, once the obligation was paid to the company, bridge tolls would cease. That obligation will end either this year or early next year. The bridges will come into public ownership and will be in exactly the same position as any other part of the motorway system. They should be treated accordingly, as my hon. Friend said. The Humber bridge had £150 million of debt written off, but the Severn ones need a much smaller amount, and it should be written off, making the bridges part of the national, multi-billion-pound bill for all highways. The bridges are in no way different from any other stretch of motorway.

I find the Conservative party’s treatment of the reduction in tolls distasteful. It had to come—it is in the 1992 Act that the tolls have to stop, and it would be illegal not to do so. If the Government do not stop the tolls, there will be a legal challenge, as has been suggested in the Welsh Assembly. That is the legal position. A wonderful picture in the South Wales Argus had a trinity of Tories, all grinning widely, lined up against a background of the bridges. The local MP and the Secretaries of State for Wales and for Transport were all trying to get across this confidence trick: “We’re going to lower tolls for you. We generous Tories are going to get the tolls down—they won’t be £6.70, £5.70 or even £4.70; they will be £3.70.” That was what the Government said.

[Carolyn Harris (Swansea East) (Lab)]

I congratulate my hon. Friend the Member for Newport East (Jessica Morden) on securing this important debate. Does my hon. Friend the Member for Newport West (Paul Flynn) agree that rail electrification to Swansea not yet materialising and Government reluctance to reduce greatly or scrap the tolls indicate a reluctance by the Westminster Government to support the economy and its vibrancy in south Wales?

[Paul Flynn]

Absolutely, because both those things would have a major effect. It is a matter of great regret that the Government have not been inclined to spread the very welcome electrification of the railway that far. Certainly, economic vibrancy means everything. The cost of the toll is not huge given other motoring costs that we pay—buying a car, insuring it, fuelling it—but it is a psychological barrier for Wales. It seems to be in the way, and people see it as a great disincentive to business and leisure traffic.

To get back to the trinity of Tories posed by the Severn bridge, £3.70 was the figure they were quoting. I challenged the Secretary of State for Wales about that, because he described £3.70 as a 50% cut. A well-known conclusion about opinion polls is that 50% of the population do not understand what 50% means, and we can include the Secretary of State among those people because in no brand of mathematics is £3.70 half of £6.70. The next week the new rate was announced, with the huckster, the snake-oil salesman, saying, “No, not £3.70, it’s going to be £3”—but no reason why—“or, better than that, £1.50, but, sadly, both ways.” That is how this confidence trick is being sold to the people of Wales and the west of England.

There is no case for continuing with the tolls. If the Government are going to charge £3, as my hon. Friend the Member for Newport East asked, how is that figure reached? In no way can all the costs be put together and multiplied, even with extra costs added here and there, to get to a figure of £3. The Welsh Affairs Committee investigated, and its figure was an absolute maximum of £1.50, which was very generous in allowing for how things would be run and all kinds of new arrangements for the TAG system. Will the Minister tell us what makes up the £3? I believe that most of the costs are for running the bridge itself—costs that would disappear if the Government abided by the Severn Bridges Act and got rid of the tolls altogether.

For 50 years, the people of south Wales and the west of England have been double taxed. As the hon. Member for Ceredigion (Mr Williams) said, we are all paying our taxes—we pay for roads throughout the country in the same way as everyone else does—so why on earth should we have to pay twice for our local road? The toll is almost unique now, with few others left. The Government should sweep away any debt and take the bridges into the roads spending budget.

You will remember, Mr Davies, from your reading of Welsh history and your deep knowledge of religion, this passage from Genesis, at chapter 24, verse 60:

“And they blessed Rebekah, and said unto her, Thou art our sister, be thou the mother of thousands of millions, and let thy seed possess the gate of those which hate them.”

That verse, in an interesting part of Welsh history, is the reason why the Rebecca riots started. For those less well versed in Welsh history, what happened was that between 1839 and 1843 the Hosts of Rebecca were formed, when men dressed up as Rebecca—a bit of cross-dressing, which was rather unusual at that time in that part of Wales—to charge against the toll gates and destroy them. The toll gates, owned by alien landlords, were barriers to the free movement of goods and people, so the Rebeccas destroyed them. It is time for the Hosts of Rebecca to be revived. We remember their cause, because we now have a similar situation: a Tory Government are out to disguise a rip-off as an act of generosity.

[Stephen Doughty]

My hon. Friend speaks with the greatest eloquence, as ever, and his example is one for readers of Hansard to enjoy. Does he agree that given that we have had to wait for electrification, that we do not have clarity about new stations and that there is still this chokehold over the Severn bridges, which is coming off a little but not nearly enough, many people in Wales—particularly south Wales—look at the Government’s support for High Speed 2 and think, “We’re being treated differently from the rest of the UK”?

[Paul Flynn]

My hon. Friend is absolutely right. I wish the Government would not try to pose as generous people who are giving us a gift. Those three grins should be wiped off the faces of our trinity of Tories.

[Glyn Davies]

rose—

[Paul Flynn]

I thought that might excite the hon. Gentleman. I will give way in a moment. We must get through to the reality of this: it is not an act of generosity or a cut; it is a rip-off.

[Glyn Davies]

I thank the hon. Gentleman for allowing me to interject in his colourful presentation. I read an article by Lee Waters, a Labour Assembly Member who is concerned about reducing the tolls. I do not think he voted against doing so in the Assembly, but he certainly made a lot of public comments acknowledging that one consequence of cutting the tolls completely would be far less spending on other considerations that he thinks are important. Does the hon. Gentleman have any sympathy at all with Mr Waters’ views?

[Paul Flynn]

Mr Waters takes a view that is very much on the side of the environment and so on, but the vote in the Assembly to get rid of the tolls was unanimous. I do not know what Mr Waters has said, but it is the unanimous view of the Welsh Assembly that the tolls should disappear altogether. We want to hear from the Minister how the £3 figure is made up. How much of it is the cost of running the tolls? How much of it would disappear? We need the answers today. We have been far too tolerant for so many years in putting up with double taxation in south Wales.

[Chris Elmore]

I am grateful to my hon. Friend for his quick canter through the history of the Rebecca riots, which are a fascinating part of our proud Welsh history. He is talking eloquently, as usual, about the impact on people—our constituents—but there is also a massive impact on business. My hon. Friend the Member for Newport East (Jessica Morden) talked about businesses in the city that they both represent. In my constituency, there are large-scale companies such as Rockwool and Northwood & WEPA Ltd. The latter produces toilet roll—we are a proud toilet roll-producing constituency—and travels right across the United Kingdom. The toll is a double tax on business. Does my hon. Friend the Member for Newport West agree that that has a negative impact on bringing new start-up businesses to Wales?

[Paul Flynn]

Absolutely. It is a mega-disincentive to all forms of activity and commercial life. It is seen as a problem at the docks in Newport and in every other industry. Take the leisure trade: do people go on holiday in Cornwall or face the obstacle of the bridge and possible hold-ups there? I am sure that it is a disincentive to all commercial activity in Wales.

I was part of agreeing the deal in ’92, and I think the only person who objected to it was a Member who wanted to bring the toll up from £4.90 to an even fiver. Other than that, there was unanimity in Parliament at the time that we had to face the issue, we needed another bridge and we would put up with the misery of paying tolls for it until a specified time. That time will be up this year. The debt that we owed to the Severn bridges company will be discharged. It has made its money. The bridges are ours. Let us treat them in the same way as every other piece of road in the motorway system.

--- Later in debate ---

[Geraint Davies (in the Chair)]

I am sure that is very welcome.

[Paul Flynn]

Will the right hon. Gentleman elevate himself to a star in the political firmament by abandoning his pre-prepared script and answering the debate? It would be a rare and delicious experience for us.

[Mr Hayes]

I was hinting at that already and I have done so many times previously. Although I would not claim to be the shiniest of stars, I am starlike—at least, that is how I would describe it. In that spirit, I will deal with some of the—I will not say inaccuracies because that would be too unkind—exaggerations in the hon. Gentleman’s grasp of history. Let us start with when the tolls began. He brings—I do not blame him for this for a second—a certain tribal prejudice to these things and he ascribed the tolls to those he characterised as Tories. He knows, however, that the tolls were first introduced in 1966.

I wonder whether any Member present in the Chamber could remind me of who was in government in 1966. I recall that it was a Labour Government who, when the bridge was first opened, cemented tolls as a means of partly funding the cost of the development. In fairness to the hon. Member for Newport West, he said the Welsh would have accepted any deal at all, but he did not say that they would have accepted any deal from the then Labour Government, and tolls began at the inception and have continued since. The Chamber will recall that it was a Conservative Government that pegged the tolls in 1992. You will remember the 1992 Act, Mr Davies, which says the tolls can rise only in line with the retail prices index. Indeed, they have risen since then by only that amount.

Before I move on to the main substance of my remarks—I do not want to short-change any hon. Member by not dealing with the specific questions that they raised—I have one other historical matter to deal with. The Rebecca riots, which began in 1839 as the hon. Member for Newport West said, concluded in 1844, as he will also know, for several reasons. It is true that extra troops were deployed to dissuade those who were rioting from taking action against the tolls; it is true, too, that many of those who were causing disturbances resisted the violence that some of their compatriots recommended; but it is also true—the hon. Gentleman will want me to fill the gap and add to the quality of his account—that criminal gangs became involved in the riots. They used the disguise of the original complaint of the rioters to engage in all kinds of malevolent activities. That is the full account of the Rebecca riots for those who are interested in the history of such things and want an unabridged, uncorrupted and balanced account of those events.

[Paul Flynn]

It depends how we look at history. I once read a book that asserted that only the future is certain, but the past is always changing. We have just seen an example of that and of somebody rewriting his own history. However, it is a matter of great honour and pride to us in Newport that in 1839 the last Chartist riot took place in order to set up a republic. We have week-long celebrations every year. That is our view of history and the Chartist riot was contemporaneous with the Rebecca riots. It was a glorious start to socialism in this country and throughout Europe, and something of which we are very proud. Of course, there is a black history interpretation whereby people with a Conservative mood of mind try to fictionalise those great events, but they were heroic and it is time to bring them back.

[Geraint Davies (in the Chair)]

I confirm this is in order because it is a bridge to the future.

--- Later in debate ---

[Jessica Morden]

rose—

[Paul Flynn]

rose—

[Mr Hayes]

I will give way first to my hon. Friend.

--- Later in debate ---

[Mr Hayes]

The reason I said I wanted to break down the costs is that, as the hon. Lady will understand, as well as a capital cost to be recouped in the form of a debt, maintenance costs are associated with any crossing of this kind. She will be familiar with the details of the Severn Bridges Act 1992, which makes it clear that those costs can be included in any tolling system through to 2027. The operational, maintenance and servicing costs are real, and are borne by those who pay for the crossing through tax and tolls. As I have described, a balance has to be struck, and that is why the Government are engaged in consultation in response to calls from the hon. Lady, among others.

Having been slightly unkind to the hon. Member for Newport West, I will mention that he has longer and more profound experience in this context even than that of the hon. Member for Newport East—certainly than mine; I pay tribute to the fact that both hon. Members have been consistent in advocating their constituents’ interests in making their case about the crossing. I hope that they, in similar good faith, will recognise that I will do my best to bring about a reasonable and fair outcome to the consultation, which will guarantee the interests of all concerned into the future.

[Paul Flynn]

How was the £3 figure arrived at? What are its components? Past examinations have suggested that there is no way that future costs would make it anything like that. Is not it true that the Wales Office has lost out to the Exchequer? The Treasury has said, “We want to continue to use the bridges as cash cows for as long as we can.”

[Mr Hayes]

The £3 cost brings the charge much more closely into line with the Humber estuary, the Dartford crossing, and so on; but none of those figures is magical or derived from a mystical process. They are designed to reflect the real costs of running the crossing—the operational and maintenance costs and the capital costs over time. I have already conceded in the third of my five points—you will remember, Mr Davies, as you follow such things assiduously, that I said I would make five points—that I would break down the costs further. I am happy to do so, in the interest of being straightforward in this debate and in the consultation.

It is true that businesses on both sides of the Severn have long called for reductions in tolls—thus our response, in the form of the consultation. The crossings will of course return to public ownership early in 2018, so this is the right time for what we are doing. The main proposal is to abolish the toll category for vans and small buses and halve the tolls for all vehicles. That 50% reduction should not be disregarded and I know that the hon. Member for Newport East would not want it to be.

Oral Answers to Questions

Paul Flynn Excerpts

Thursday 28th April 2016 Commons Chamber

The Secretary of State was asked—

[Paul Flynn (Newport West) (Lab)]

1. What recent assessment he has made of potential safety risks posed by drones to civil aviation.

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

Drones have great potential, but it is important that they are used safely. There are already tough penalties in place for negligent drone use, including up to five years’ imprisonment for endangering an aircraft. The Department continues to work with the British Airline Pilots Association and the Civil Aviation Authority to assess the safety risks of drones.

[Paul Flynn]

Should not the Government heed the warning of Heathrow and, instead of taking their rather complacent position, realise not only the potential for catastrophes as a result of vandals or careless people using drones, but the dreadful possibility of terrorists using drones against stores of flammable material or nuclear power stations? Already, drones are being used to take mobile phones and drugs into Wandsworth prison. Should not the Government wake up and realise that this new menace is a potential great threat, and take precautions to reduce universal access to drones?

[Mr McLoughlin]

There is no complacency whatever from the Government on the use of drones. As I have said, there is a prison sentence available, and obviously I will keep the situation under review. It is also important to find out the facts behind certain incidents. It is now thought that the incident reported on 17 April was not a drone incident.

Vauxhall Bus Station

Paul Flynn Excerpts

Wednesday 6th January 2016 Commons Chamber

[Kate Hoey]

Thank you, Mr Speaker. I am very pleased to say that and I will do so because people felt that very strongly.

TfL said that it was trying to get the consultation on the plans “out of the way” by March—that means before the mayoral elections, as public bodies will enter a period of purdah in March. It has refused to extend the deadline and there has been no wider consultation in the area of Waterloo, Westminster or Southwark. Today the first meeting was held in Wandsworth in the Clapham library near Clapham Junction, and I understand that one person turned up in the first half hour.

[Paul Flynn (Newport West) (Lab)]

Does my hon. Friend acknowledge that the current bus station is a splendid example of what is rarely achieved in urban planning—an integrated transport system where the buses are above the trains? It is also a fine iconic building.

[Kate Hoey (Vauxhall) (Lab)]

My hon. Friend is right. How can everybody’s attitude to it have changed so much in a short space of time, especially now it has been used?

I could quote all sorts of users who say how good it is, how much better than in the past, and how angry they are. For example, there are the users who go to St Thomas’ hospital. People from right across south London attending appointments there tend to use it, because south London does not have the network of tubes that other parts of London have. At present they can do that straightforwardly, all on one level and under cover. We should try to imagine what it must be like having to cross roads and pass through a multi-storey block to change buses, with a sick child in a buggy or while on crutches. All these things have genuinely not been looked at. I believe that TfL is letting down bus users, including by reducing the area available.

The bus station is on the border of Wandsworth, Westminster and Lambeth. A lot of children change buses there in the morning to go to school, and their situation has not been looked at. No one has been properly consulted. From our experience so far with the plans and the way the gyratory has been looked at, we genuinely do not think that TfL can be trusted to do the best, because it is not doing this for the right reasons.

I ask the Minister to intervene right away with his colleagues in City Hall, the current Mayor of London and TfL to halt what I call a sham consultation. It is something that will affect transport users across London, and indeed outside London, which is why it is not just a local London issue. This should not be railroaded through.

It is going to fall to the next Mayor to implement whatever is decided, and I think the next Mayor and the mayoral candidates should have a part to play in reviewing what TfL is planning. We want them to be involved in this even leading up to the mayoral elections.

The consultation should be started properly, and it should start with one simple question: “Do you want to retain the bus station?” That has never been asked. No one has had a chance to answer that. This has all been smoke and mirrors.

The bus station should not be demolished, even if this is gone ahead with, before there are the new owners of the island site, which has been put up for sale again, and before TfL has published its plans of what it wants to do with it. This is irresponsible; this uncertainty should not be allowed.

There is absolutely no certainty, and no reason has been given as to why the bus station has to be demolished, other than we know somewhere there is money involved and there is obviously interest in land and development and future plans. Well, the people of Vauxhall and the general area, including Wandsworth, are sick, sore and tired of developers coming in and making huge developments which end up doing very little for people who cannot afford those properties and are on a long waiting list. It would be an irresponsible waste of public money to knock down something that works.

Will the Minister get the Minister for London—who obviously is not in his place so he cannot respond tonight—to come and visit in the next two weeks, before 17 January? I want him to get the period extended, and then to visit and meet the people who have done so much work on a voluntary basis to get this campaign out there in the country.

This is being pushed through by smoke and mirrors. All the people who use the station—from outside London and all over London—will be horrified when they discover what is being suggested. I am suggesting the Minister should get involved now—should come along and talk to people and learn what an irresponsible waste of public money this would be. The bus station is entirely functional, and appreciated by its users from all over London, and especially by the residents of Vauxhall who remember the time before it was built.

I want to end by saying that I wrote to Leon Daniels, managing director of Surface Transport, in November—I have been involved with him many times over different things—and said:

“When is someone like you going to stand up for bus users?”

He wrote back:

“I am! I have called a halt to new schemes which materially disadvantage bus passengers. Poorer reliability and slower journey times are affecting bus passengers negatively as is worsened interchange when stops are moved to less convenient places. I am now sending back such proposals with a clear message that permanent material worsening is not acceptable.”

That was what Leon Daniels said on 6 November 2015, yet TfL has not stopped the consultation and sent it back. Mike Brown, the new head of TfL, should take a lesson from the now much missed Peter Hendy, who was involved when the bus station was built and said things that were proved right about how important it was.

Thank you for the opportunity to raise this issue, Mr Speaker. I hope that the Minister will take it seriously, because it is not just a little local issue. It concerns Londoners, and it will concern more than just Londoners when it gets out into the public domain. We need proper, genuine consultation. We can have changes and get rid of the gyratory, but we have to keep the bus station. The Minister must not allow us to go back to the situation before it was built.

--- Later in debate ---

[Mr Goodwill]

I hear what the hon. Lady says. There will also be canopies providing shelter between the different parts of the new bus station. I should like to assure her that the canopies have been designed to provide a better level of weather protection than the current canopy. As the current canopy is so high, when it is a windy day, the rain can blow under it. I have observed that when I have been in the area.

The design of the bus station may be iconic, but it is certainly not universally popular. I understand that it won a certificate of merit in the structural steel design awards in 2006 in recognition of its high standards of structural and architectural design, with the judges noting that

“the bus station elegantly gathers together all the elements of public transport within an overall umbrella surface which weaves its way overhead”.

In my view, however—a view that I think will be shared by the Prince of Wales—winning an architectural design award is not always a guarantee of long-term popularity for a structure. Although I would not go so far as to describe the current bus station as a “monstrous carbuncle”, I am prepared to say that I am not the biggest fan of the current design, but that is personal taste. Having seen artists’ impressions of the proposed bus station, I would argue that it is much more pleasing to the eye than the current one.

[Paul Flynn]

On a point of order, Mr Speaker. Is it in order for the Minister to call in aid members of the royal family? I understood that it was forbidden under our house rules.

[Mr Speaker]

Ministers should certainly tread with great care in such territory. I think that the Minister was referring to a known public statement of the Prince of Wales, but I am sure that he was not seeking to invoke his support with reference to the future of the Vauxhall bus station. I am sure that he will disavow any such intention immediately.

Oral Answers to Questions

Paul Flynn Excerpts

Thursday 10th December 2015 Commons Chamber

[Mr Speaker]

I call Catherine West. Not here.

[Paul Flynn (Newport West) (Lab)]

The committee on the medical effects of air pollution estimates that 60,000 deaths a year occur in Britain because of the effects of air pollution. That is 20 times the number killed in all road traffic accidents. The Government state that they will not achieve their legal limit on nitrogen oxide pollutants until 2030. Is this not a disgraceful situation? What will the Government do to take on Volkswagen, which has been accused of causing 12,000 avoidable deaths in Britain alone by gross deception in relation to its vehicles? What is the Minister doing to accelerate the clean-up of NOx air pollution in this country?

[Mr McLoughlin]

I am sure the hon. Gentleman has not forgotten that the biggest increase in the use of diesel vehicles took place between 2001 and 2010. As I have said in the past, the behaviour of Volkswagen is a disgrace. It must put right what it got wrong. I am having further meetings later today to discuss that with Volkswagen.

Oral Answers to Questions

Paul Flynn Excerpts

Thursday 29th October 2015 Commons Chamber

[Andrew Jones]

We are providing local authorities with financial support amounting to a record £6 billion between now and 2021 for highways maintenance. We are also encouraging them to look at the way in which they manage their programmes, and 85% of local authorities in England have now signed up to the highways maintenance efficiency programme. This is how we are supporting councils. We are talking about a significant investment here: it is enough to deal with 18 million potholes per year, and it is making a difference to the quality of our road network.

[Paul Flynn (Newport West) (Lab)]

T5. The port of Newport is the second largest steel handling port in the United Kingdom and it is likely to suffer grievously from the current steel closures. What has the Minister done to assess the consequential job losses in transport and elsewhere as a result of the Government’s neglect of the steel industry? Will he persuade his right hon. Friend the Prime Minister to end his policy of gifting British jobs to Chinese workers?

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

As the Minister with responsibility for ports, I am all too aware of their importance in getting exports out of our country and getting imports in. Yesterday I was at the port of Bristol, which is going to benefit from developments in the nuclear industry, which will be partly financed by the Chinese, and I am going to Felixstowe later today to see the developments there.

Transport for London Bill [Lords]

Paul Flynn Excerpts

Monday 16th March 2015 Commons Chamber

[Jeremy Corbyn]

No, my hon. Friend is just agitated because he is so appalled at the news he is hearing.

Sub-paragraph (n) refers to

“land which is not operational land”.

Again, that land needs to be kept in the public sector, so that we can then use it for development in the future.

This Bill has a huge effect on a very large number of people. I have just pointed out three stations in my area which need a great deal of attention. Some attention is being given to Finsbury Park and I am grateful for what has been done so far on that, and I am grateful to the Minister for visiting, but consideration must be given to the future needs of the area and future transport developments. I also mentioned Archway and the possibility of a big road improvement scheme which will introduce a piazza for the people of the area, and made points about Tufnell Park station.

Highbury and Islington station has been well developed and, because there was co-operation between public bodies, a post office has been closed and relocated and passed to TfL, so that it could demolish it and create a much larger circulating area for the very large numbers of people who use that station, including on Arsenal match days. That is a good example of public services working together. Had that building been sold years ago, as would be envisaged if it had been a TfL building, that possibility would have gone and the public would have had to buy their own property back at enormous cost. So I ask the Bill’s promoters to think a bit more deeply about their guardianship and stewardship of and responsibility for a massive public asset.

[Paul Flynn (Newport West) (Lab)]

I am listening with interest to my hon. Friend’s brief remarks, and as someone who has been a resident of London for the past 28 years, I am greatly concerned by the serious matters he is raising. Would it not be premature to advance this Bill in any way now, and would it not be a suitable matter to be debated and voted on in the general election as a major issue?

[Jeremy Corbyn]

I am not quite sure how far it will become a major issue in the general election, but I will certainly do my best to make it a major issue in Islington North, and I will draw the attention of the people of the area to what is going on with this Bill.

Oral Answers to Questions

Paul Flynn Excerpts

Thursday 10th July 2014 Commons Chamber

The Leader of the House was asked—

[Paul Flynn (Newport West) (Lab)]

7. What recent guidance he has given to his ministerial colleagues about providing substantive responses to Select Committee reports.

[The Deputy Leader of the House of Commons (Tom Brake)]

Written guidance produced by the Cabinet Office, commonly referred to as the Osmotherly rules, specifies that Departments should aim to provide the considered Government response to both Commons and Lords Select Committee reports within two months of their publication.

[Paul Flynn]

The “revolving door” is the pernicious system whereby senior Ministers, military people and civil servants can prostitute their insider knowledge for private gain in their retirement years. The system for controlling this, the Advisory Committee on Business Appointments, was criticised by a Select Committee and reforms were suggested. That did not have an answer in two months; it has not had an answer in 22 months.

[Tom Brake]

I am aware that the hon. Gentleman has an interest in the pre-appointment hearings issue, and I understand that the Minister for the Cabinet Office was questioned recently by the Public Administration Select Committee about the matter. I am pleased to report that the Cabinet Office has now submitted its response to the Committee.

Oral Answers to Questions

Paul Flynn Excerpts

Thursday 8th May 2014 Commons Chamber

[Tom Brake]

I commend the hon. Gentleman for the work he does in promoting the Welsh language. I know that he recently held an important Westminster Hall debate on Welsh identity and, of course, the language played an important part in that debate. The Government are indeed committed to the Welsh language and are fully committed to providing Government services in the Welsh language where there is demand for them.

[Paul Flynn (Newport West) (Lab)]

The use of the Welsh language is still treated as though it is secondary to that of English, inevitably. Sensible arrangements can be made. Other Parliaments deal with half a dozen languages. Should we not look to the Welsh parliamentary party to do the same work it did brilliantly 18 years ago and suggest practical arrangements of reasonable value that will allow anyone who wishes to make a speech in the Welsh language in this Chamber or elsewhere when Welsh business is being discussed to do so?

[Tom Brake]

I thank the hon. Gentleman for that question. I have set out ways in which Welsh is provided for in Select Committees. The impact assessment for the Wales Bill was also translated into Welsh, so action is being taken where it can be.