Severn Bridges (Tolling)

Paul Flynn Excerpts

Wednesday 5th March 2014 Westminster Hall

[Jessica Morden]

The hon. Gentleman makes a valid point. As the Welsh Affairs Committee discovered during our inquiry, the tolls have major ramifications for the rest of south Wales. For that reason, I am glad that other hon. Members are here, and I hope that they get a chance to talk about how they have been affected.

As we approach the end of the concession with Severn River Crossing plc in 2018, we need an openness from the Department for Transport and the Treasury about the plans that are being made for when the bridges return to public ownership. The Welsh Affairs Committee published its report on the Severn crossings in 2010, which urged the Government urgently to set up a future strategy for the crossings and called for tolls to be reduced significantly. Four years later, however, we are no further on. The only progress has been to allow people to pay by debit or credit card on the bridges in time for the Ryder cup, and what a long-drawn-out, tortuous process that was.

The tolls continue to go up every year, regardless of the economic climate and people’s ability to pay, and my constituents need some kind of light at the end of the tunnel. It is generally accepted that tolling was necessary to fund the crossings on the Severn, but what was so unfair about the Severn Bridges Act 1992 was that it introduced a concession so rigid and inflexible that the toll cannot be varied to help in difficult economic times without the taxpayer incurring liability. Any request to modernise the bridges receives the stock response that the Government cannot make any changes without extending the concessionary period even further or charging the taxpayer. The situation is unfair, because Severn River Crossing plc is fully compensated for any change that comes along, and it can whack the tolls up year after year in line with the 1992 Act. The Treasury is happy because it keeps the VAT and other tax income, and it quietly does well out of the bridges, but bridge users are stung time after time, and they have to pay more for longer.

I called the debate because I want to articulate the real frustration that bridge users feel, and to ask the Minister explain openly where we are and what the Government are planning. We have learned over the years that information on the finances of the bridges is hard to come by. Mysterious debts spring up, and dates and figures regularly change. I hope that today offers us a chance to get some clarity. If anybody is in any doubt about the effect that the tolls continue to have on the economy, they need only hear what a business man said to me this week:

“the majority of business visitors comment within the first few minutes of a meeting about the toll, never positively, and people feel that it develops a negative impression of Wales—both from a business perspective, but also for those who may return as a potential tourist.”

If every meeting in the offices and factories of south Wales starts like that, something has to be done. It is time that the Government listened.

[Paul Flynn (Newport West) (Lab)]

Does my hon. Friend share my bitter disappointment that the hon. Member for Monmouth (David T. C. Davies), who demanded this week that the Severn bridges be nationalised, is not here to deliver his battle cry to build socialism in our time?

[Jessica Morden]

The hon. Member for Monmouth (David T. C. Davies), who is the Chair of the Welsh Affairs Committee, is away. I know that he would have been here otherwise. We note with interest his conversion to the cause.

--- Later in debate ---

[Mr Harper]

I agree, for this reason—I will be clear to the Minister—in an ideal world, I would like another crossing over the Severn. I would prefer that to be paid for out of general taxation and not require either tolling on that crossing or continued tolling on the existing crossings. However, I do not want the Minister to rule out, at this stage, considering whether at least some of the future tolling revenue should be used to fund a third crossing. I think the hon. Member for Newport East was tempting him to rule that out; she was tempting him to look forward something like four to four and a half years, to make some decisions about a future tolling regime on the crossings today and then to announce them to the House.

If I am given the choice of a crossing, I will take the crossing. However, if I am told that I cannot have a crossing for 20 years because it is unaffordable, but I could have one in a year or two if we were able to use some toll revenue, that is a debate I want to have with my constituents. I want to see whether that would be a good trade-off that my constituents might want to undertake—whether it can be balanced with the benefits to businesses, jobs, economic activity and relieving congestion. I at least want the Minister not to rule that out.

I have written to the Highways Agency, asking it to look at some options for further crossings and to set out the future useful life of the second Severn crossing and the old Severn bridge, to see how long they are likely to last.

[Paul Flynn]

Is the hon. Gentleman suggesting that the money from tolls on the bridge that he is suggesting should be tied in with the Severn bridges as they are now, which would guarantee tolls in perpetuity, but provide little service for the people of south Wales?

[Mr Harper]

All I am suggesting at this stage is that the Minister does not rule out considering that in the future. Of course, the tolls would not be in perpetuity, but I do not want to rule them out. The hon. Gentleman needs to reflect on the fact that the bridges do not affect just Wales. The bridges are three quarters in England; as I said, the old Severn bridge is wholly located in England, and it affects my constituents in England just as much as it affects his constituents in Wales. It is important for the House to remember that the debate about the Severn crossings and the tolling regime is not just a Welsh issue, but an English one too; and that it does not affect just south Wales, but, as the hon. Member for Ceredigion (Mr Williams) mentioned, the rest of Wales. This is a wider question, and we need to look at the economic impact on Wales and on England—in Newport West, Newport East and my constituency—and make a balanced judgment.

I was clear in my remarks: I would prefer another crossing over the River Severn that does not have tolling and that does not require tolling on existing crossings. However, I am realistic enough to know that, given the state of the public finances, caused largely by the Government whom the hon. Member for Newport West (Paul Flynn) supported, difficult decisions have to be made. There is a debate to be had about whether we can have the infrastructure sooner by funding some of it from tolling. That debate is worth having, and I want to put it on the table. I am asking the Minister not to make decisions today for a position four and a half years in the future and rule things out that we may have cause to regret. That is all I am asking him to do. I have asked the Highways Agency to undertake some option appraisals, so that we can have a sensible and balanced debate in the future.

--- Later in debate ---

[Mr Harper]

That is a perfectly reasonable point, which of course has to be balanced—I am sure the Minister will set this out—against some of the costs. I am clear: I want the tolls to come down; they can certainly come down by the level of VAT. I certainly think that they can come down. All I am asking is that at this point the Minister does not suggest that the tolls are swept away, if the cost of removing them would mean that a future crossing over the River Severn either never happened or only happened at some far distant point in the future. I am only asking him not to make that decision today, given that we have not properly considered the arguments.

[Paul Flynn]

Will the hon. Gentleman give way?

[Mr Harper]

Let me just complete my point, and then I may take another intervention from the hon. Gentleman shortly.

I just want to respond to a point that the hon. Lady raised. I am sure that she did not do it deliberately, but she did not set out accurately for the House what the Welsh Affairs Committee said. I think that she said—I will take an intervention from her if I have misquoted her—that the Committee argued that the toll should be reduced to a level of £1.50, which would effectively just pay for maintenance. The Committee did not say that. It said that, if the toll was reduced to that level, that would allow

“the crossings to remain self-financing.”

It also said that

“the Government should seek to reduce the level of the toll at the earliest opportunity.”

However, it did not say that the Government should reduce the level to £1.50, because—this relates to my point about a future crossing—it said:

“We recognise…that at this level no “sinking fund” would be accumulated towards any future replacement of either bridge.”

The Committee also said, and I agree with the hon. Lady about this point:

“The Government must not be tempted to use the crossings as a ‘cash cow’.”

I agree with that, which is why if there is any future tolling over and above the level required for maintenance, the Government must be clear about its purpose. My view is that it must be used for infrastructure, which would benefit the hon. Lady’s constituents, my constituents and the economy of the UK. That would be the only scenario where future tolling, other than that required to pay for maintenance, would be acceptable. I agree with the hon. Lady about that, but I do not want the Minister to close any doors at this point.

[Paul Flynn]

The question that I asked the hon. Gentleman, which I am afraid he has not answered, was whether he foresees a repetition of what happened with the Severn Bridges Act 1992, which was that when the second Severn crossing was built, the two bridges were treated as one entity for financial purposes. Is he now suggesting that we should have another bridge that goes from one thinly populated part of England to another thinly populated part of England, which then becomes a financial burden on the people in south Wales, because those people will be paying tolls on it to use the main crossing from Wales to England? Can he please make it clear that he is asking for something that is entirely freestanding from one part of his constituency to another?

[Mr Harper]

At the moment, I have asked the Highways Agency to carry out some option appraisal work, to examine what options there might be for a further crossing over the River Severn, somewhere between the existing crossing at Over and the old Severn bridge. I asked because that detailed option appraisal work has not been done, so I have no idea where there may be sensible routes to cross the river, how much they might cost and what kind of traffic flows might be diverted. It is worth saying to the hon. Gentleman that, of course, there are significant traffic flows through my constituency that use my local roads, as people do not use the Severn crossings they ought to use because of the tolling. We have to look at all these issues in the round and make a proper judgment, which is another reason why the bridges need to stay under the control of the UK Government, so that different issues can be balanced. I accept that the hon. Gentleman and the hon. Lady will be completely focused on south Wales. Of course they will be; that is the part of the country that they represent. That is absolutely right, but I am focused on representing my constituents in England, and I want to ensure that all these judgments are properly weighed up. At this stage, I am not asking the Government to commit to tolling or to building another crossing. All I am asking at this stage is for the Highways Agency to respond to my request to consider the options, and for the Minister not to shut off future debate about what the tolling regime should be.

I have been quite clear—in an ideal world, I would like there to be no tolls on the bridges, or perhaps only those to cover maintenance. However, the fact is that if we want more infrastructure, it has to be paid for, either by general taxation, which is difficult given the difficult financial position that we inherited, or by the users of that infrastructure, or by a combination of the two. I simply want to ensure that we can have an open and frank debate in the future, and that we do not simply shut off any avenues. I think the hon. Lady was simply tempting the Minister to look forward four, four and a half years—or however long he will confirm to us—and make final decisions today that will shut off some of the opportunities for debate and for future infrastructure growth. All I am asking him to do is to keep those options open, so that we can have that debate, properly balance the needs of my constituents and his constituents, and the Government who are elected at the next election can make those sensible judgments. That is all I am asking for, and I hope that the Minister can confirm that that will be his approach.

--- Later in debate ---

[Paul Flynn (Newport West) (Lab)]

When the first bridge opened, Harri Webb wrote a telling poem, recalling the pressure from Wales over many decades to build the bridge. However, he made the observation:

“Two lands at last connected,

Across the Severn wide,

But all the tolls collected,

Upon the English side.”

Things have been corrected since then, but the hon. Member for Forest of Dean (Mr Harper) has released another hare that is running, and the implied threat of tolls in perpetuity will cause a great deal of interest in Wales. I believe he has in mind a repetition of what happened when the second bridge went up: the pooling of finances to build bridges into a great lump, with all the complexities of financing that, and added to the total bill and debt—if that still exists—would be a sum of money for a third crossing from somewhere in Gloucestershire to somewhere else in Gloucestershire. Those are thinly populated areas in which I doubt there is a strong case for putting in another bridge. If that is seen to be a further burden on the main artery out of Wales, that would be deeply resented, so we will be interested to see if that is pursued.

[Mr Harper]

I have two points. First, many people going into Wales do not use the bridges, but come through my constituency. That is an argument for reducing the tolls, as the bridges are not the only crossing. Secondly, I remind the hon. Gentleman, however, that, as I think the hon. Member for Llanelli (Nia Griffith) touched on, the old Severn bridge goes from England to England and it is used by people from England and Wales, not just people in Wales. Therefore, we need to take a balanced view about the impact. The crossing at Over that the hon. Gentleman referred to suffers from significant congestion. If he thinks that the area is thinly populated, I suggest that he goes there on a Monday morning at about 7 am to sit in a queue of traffic. He will see that it is not as thinly populated as he might think.

[Paul Flynn]

Like my right hon. Friend the Member for Torfaen (Paul Murphy), I am old enough to remember not only the opening of the Severn bridge, but the terrifying and unforgettable experience of going across on a ferry: there was roughly one inch between the car and the water on one side and about half an inch to the next car on the other side as they packed the cars tightly on to the ferry. To escape that nightmare, many made journeys around Gloucester. As he said, the congestion was pretty bad at that time. The hon. Gentleman has to make that case, but it should be separate from the Severn bridges, which are not only the main roads from Wales to England, but a main European highway. For those travelling from the continent right across to Ireland, that is the recommended route.

Unfortunately, we have had this long period of a perceived barrier in getting into Wales. It is a psychological barrier, but it is powerful. People see the crossing as an obstacle. They would say, “You mustn’t go that far, or we’ll be paying.” That barrier is perceived to be a great deal more than the actual cost. The toll is high enough, but if the total cost of running a car is added up—insurance, petrol and all the rest—it is not a huge percentage of that, except to those who travel across the bridge daily. The feeling that, somehow, this is an obstacle in the way of going into Wales has inhibited development and progress in Wales for many years.

I agree entirely with my right hon. Friend the Member for Torfaen that such costs appear to be created by accountants and it is difficult to argue against those. I can recall one time in the House when a courageous, or foolhardy, Conservative Member for Vale of Glamorgan argued for an increase in tolls. The toll was some £3.75, and he argued that it would speed the traffic through the bridge if the toll went up to £4, but that view was not universally supported.

We feel that this is the Roy Hughes memorial debate, because our late comrade mentioned the Severn crossings on more than one occasion, and probably on more than 1,000 occasions, in this House. He became very strongly identified with the bridges through his persistent, long campaigning. If he were alive today, he would be horrified that we are now faced with a new debt. The users of the bridges should be treated in the same way as users of other parts of the motorway network in the rest of the United Kingdom. They should not have to pay this unjustified toll in perpetuity, as it now seems to be. If the £88 million is paid off, the accountants in the Treasury would probably come up with some other pretext for charging even more and keeping the charges going.

Oral Answers to Questions

Paul Flynn Excerpts

Thursday 6th February 2014 Commons Chamber

[Mr McLoughlin]

As my hon. Friend knows, the invitations to tender for services on the east coast line are being dealt with by the Department. I am sure that the people who monitor these sessions will take on board his recommendation.

[Paul Flynn (Newport West) (Lab)]

A while ago, a lorry caught fire on a motorway in my constituency. It was carrying ammunition, including Sidewinder missiles. Will the Minister consider approaching those who transport very dangerous materials, including chemicals, to suggest transferring those journeys from motorways to rail, where the chances of a catastrophe are greatly reduced?

[Mr Goodwill]

The Department takes the transportation of dangerous goods very seriously. As a former road tanker driver, I understand many of the hazards. As we build the high-speed rail network and electrify more services, there will be more capacity on the existing classic line for freight services such as those to which the hon. Gentleman refers.

Rail Investment

Paul Flynn Excerpts

Monday 16th July 2012 Commons Chamber

[Justine Greening]

I think that it does. In the Department for Transport we are keen to look at how we can more efficiently and effectively leverage in private sector investment. We were able to do that recently on the local authorities’ major road schemes and we should look to do it also on rail schemes where we can. Interestingly, on the £500 million project that we are taking ahead for that western rail access to Heathrow, more than 90% of the benefits will go directly to businesses, so it is a real catalyst for growth in the Thames valley area.

[Paul Flynn (Newport West) (Lab)]

Does the Secretary of State’s announcement mean that the Ebbw Vale line will be modernised so that trains can run directly to the heart of Newport?

[Justine Greening]

That is a very good point. The electrification will open up a range of possibilities—[Interruption]—and it will massively improve journey times, as well as the quality of service. I can hear hon. Members on the Opposition Benches chuntering, as if somehow we have just made a bad announcement. It is a transformational one. It will drive growth and jobs in south Wales and we should all welcome it wholeheartedly.

M5 Motorway Accident

Paul Flynn Excerpts

Monday 7th November 2011 Commons Chamber

[Justine Greening]

I pay tribute again to members of the public who, in many cases, selflessly put themselves in the way of harm to help and save others. We have all read of the many acts of heroism that people instinctively performed to help those whom they saw in need. In a world in which there is a lot of discussion about a big society, the fact that people’s instinct when they saw such a tragedy unfolding was to run towards it and try to help says an awful lot about the spirit of local communities up and down our country, particularly in Taunton.

[Paul Flynn (Newport West) (Lab)]

Will the Secretary of State join in the heartfelt tributes paid to my constituents and neighbours Tony and Pamela Adams, who died in the accident? We can all empathise with them—they were on a journey that they had made many times before, but within seconds a normal situation descended into hell on earth. They were not just another statistic; they were two lovely people who had been sweethearts for 50 years. They were stalwarts of the Allt-yr-yn community and their local church, St Mark’s. In fact, Tony had organised the order of service for yesterday. No one is expecting any instant solutions from the Government, but may we take it that we as parliamentarians will understand the immeasurable loss to the family and friends, and say that we will do all we can to ensure by the decisions that we take that an accident of this kind is less likely in future?

[Justine Greening]

Yes. I once again send my condolences to that family. There is very little that anybody can say to their relatives at the moment that will provide any real comfort under the circumstances of this tragedy. As the hon. Gentleman points out, it happened instantaneously, which is a particular challenge for families who lose people in such circumstances. I can assure him that, as I have said to the House already, I take road safety and safety across our transport system incredibly seriously, and I will ensure that if there are any lessons to be learned, they will be acted upon, although we must wait for the outcome of the police investigation.

Oral Answers to Questions

Paul Flynn Excerpts

Thursday 10th March 2011 Commons Chamber

[Mr Hammond]

There will be a consultation on the line of route between Birmingham and Manchester, and between Birmingham and Leeds respectively, once line options have been developed by HS2. That consultation will take place early next year, and I look forward to my hon. Friend’s participation in it.

[Paul Flynn (Newport West) (Lab)]

T6. Does the Minister intend his direction of travel to lead towards the inevitable break-up and privatisation of Network Rail, in order to appease the probably insatiable appetite of the rail operating companies?

[Mr Hammond]

As my right hon. Friend the Minister of State said earlier, Sir Roy McNulty is conducting a review of value for money in the rail industry. One of his preliminary findings is that we need better alignment of interests between train operators and the infrastructure operator. Network Rail has responded to those recommendations, unprompted, by announcing that it will give greater autonomy to its regional route managing directors. I think that is a step in the right direction.

Intercity Express and Rail Electrification

Paul Flynn Excerpts

Tuesday 1st March 2011 Commons Chamber

[Paul Flynn (Newport West) (Lab)]

A word of croeso for the report, but my constituents are still greatly irritated by the fact that the Ebbw Vale to Cardiff line, which was reopened by the previous Government and is hugely successful, passes through the city of Newport but does not stop at the main station there. This affects many passengers who normally commute to Newport and whose access to the shopping centre there is now being denied. When can the appropriate link be put in place?

[Mr Hammond]

I am looking at my map, and, as the Minister of State, Department for Transport, my right hon. Friend the Member for Chipping Barnet (Mrs Villiers) reminds me, it is a matter for the Welsh Assembly Government to specify services on the Wales and west franchise.

Rail Investment

Paul Flynn Excerpts

Thursday 17th February 2011 Westminster Hall

[Mrs Ellman]

My hon. Friend makes an important point. He reinforces the important link between rail investment and jobs.

Electrification that was planned long before the comprehensive spending review is going ahead, but only in part. I am pleased that the Government have confirmed the electrification of the Manchester-Liverpool line and the line from Preston to Blackpool. However, there are still problems with the electrification of the Great Western main line.

[Paul Flynn (Newport West) (Lab)]

On top of the other hammer blows that Wales has suffered under this Government—the cancellation of a prison in north Wales, the cancellation of plans for a Severn barrage and the loss of jobs at St Athan—comes the fact that electrification of the line to Wales will not go ahead. My hon. Friend will be aware of the great disappointment that that has caused, and the damage that it will do to Wales’ perceived image in the rest of the United Kingdom.

[Mrs Ellman]

I thank my hon. Friend for his comments. Indeed, electrification has been promised between London and Didcot, Oxford and Newbury; but there is no promise and no confirmation of electrification of the line into Wales. In December, the Secretary of State told us that discussions were ongoing with the Welsh Assembly Government, but what will happen is still unclear. I share my hon. Friend’s concerns about the impact of the delay—is it a delay or a postponement, or is it a cancellation?—on the Welsh economy. In addition, the ongoing saga of the inter-city trains has implications for electrification on the line, to which I shall refer later.

The Committee’s report also advocated the electrification of the midland main line that links Sheffield and London. It is unclear what progress is being made there. It is clear that enhancing our rail network represents a worth-while investment of public funds, with economic regeneration and environmental benefits. The comments of my right hon. and hon. Friends reinforce that point.

It is not only investment that is important. It is equally important that we secure value for money for the public purse. The previous Government asked Sir Roy McNulty to study the rail industry and to consider how to secure better value for money. It is unacceptable that our rail industry is up to 40% more expensive than its European comparators, as the Office of Rail Regulation discovered. Sir Roy published his interim findings in December 2010. Promisingly, he has identified potential savings of up to £1 billion, which he believes can be achieved without cutting services. Like the rail industry, my Committee awaits Sir Roy’s final report with great interest. Certainly there is a mood for change, and it is important that the Government seize this window of opportunity to make improvements.

The interim findings of the McNulty review suggest that the way forward is a greater alignment of incentives between the different players in the industry. The Government have already set up a high-level group with the industry to examine the options for Network Rail and train operators to work together more efficiently. I would be grateful if the Minister were to elaborate on the options that the Government are considering, and whether those aspirations will result in real long-term savings to the industry, without compromising passenger safety or service provision.

The Secretary of State has promised a White Paper on the future structure of the industry, following the findings of the McNulty review. I hope that it will spell out the Government’s broad longer-term strategy for the rail industry. Do the Government share the previous Government’s aspiration that increasing capacity on the rail network must be at the heart of their strategy? As passenger numbers and the amount of freight carried by rail continue to grow, we need to increase capacity. As right hon. and hon. Members know, the issue of overcrowding remains a serious problem on parts of the network, particularly at peak times. Overcrowding is a consequence of success and must not be ignored, and neither must its related health and safety issues, which are often hidden.

Giving evidence to the Committee in October 2009, the Office of Rail Regulation forecast that passenger numbers would double over the next 25 to 30 years. Alleviating capacity constraints must be at the heart of any strategy on the future of the rail network. Will the Minister tell us something about the White Paper that is expected soon? What sorts of policy initiatives will it contain and what kind of consultation will it be subject to?

The Committee recognised that rail was important for the environment, economy and regeneration. I was concerned to see that in January, when the Department published its report “Public Attitudes towards Climate Change and the Impact of Transport”, it did not mention rail. I hope that that was an unfortunate omission. None the less, I would like some reassurance from the Minister that the Government recognise the environmental benefits of increasing rail travel.

I come now to the important issue of rail fares. The Government have announced that regulated rail fares will rise from RPI plus 1% to RPI plus 3% from 2012 to 2015. Disturbingly, they have stated that train operators should actively look to manage overcrowding through the fare box; in other words through increasing fares.