Oral Answers to Questions
Paul Maynard Excerpts(4 years, 9 months ago)
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Grant Shapps
The hon. Gentleman is absolutely right. Obviously, the issue of covid-19 is occupying the minds of everybody in this country at the moment. As an example, 2,500 posters—digital as well as printed—have gone up in our railway stations. There is a very wide programme of enhanced engagement, and we are working with the Public Health England protocols. Yesterday I met the chief executive and chair of Network Rail to discuss the subject. The Under-Secretary of State for Transport, my hon. Friend the Member for Rochester and Strood (Kelly Tolhurst), who has responsibility for aviation, and I have also had similar discussions with all the aviation industry leaders.
Paul Maynard (Blackpool North and Cleveleys) (Con)
Yesterday, we saw welcome support in the Budget for small and medium-sized enterprises to deal with coronavirus, but ferry companies and airlines are very much at the forefront of that challenge. What financial support and liquidity are available to these companies? Will the Secretary of State update the House on what progress he has made on reforming slot allocation, and will he meet me and sector representatives to discuss the adequacy of the Government’s support so far?
Grant Shapps
My hon. Friend was absolutely right last week to raise the issue of the so-called ghost flights; I think he was the first person to raise the matter in this House. I have since written both to the slots allocator in this country, Airport Coordination Limited, and to the European Commission, which has indicated that it will alleviate those slots to stop empty flights flying. My hon. Friend is also right about the pressure that the airlines are under, and we are doing further work with the Civil Aviation Authority and the EU, particularly over EU regulation 261. I would be very happy to meet him to discuss the matter.
Airport Expansion
Paul Maynard Excerpts(4 years, 9 months ago)
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Urgent Questions are proposed each morning by backbench MPs, and up to two may be selected each day by the Speaker. Chosen Urgent Questions are announced 30 minutes before Parliament sits each day.
Each Urgent Question requires a Government Minister to give a response on the debate topic.
This information is provided by Parallel Parliament and does not comprise part of the offical record
Kelly Tolhurst
The right hon. Gentleman knows that the decision was taken by the courts last week. We are analysing the complex judgment and will bring forward the next steps. I have been quite clear that airport expansion is a key part of levelling up and increasing the national economy. We are determined to deliver on investing in our infrastructure and aviation, and airport expansion is a part of that.
Paul Maynard (Blackpool North and Cleveleys) (Con)
May I welcome the aviation Minister to her new role and wish her more luck in the job than I clearly had in it? Can she name a global metropolis city that has successfully operated a twin hub airport?
Kelly Tolhurst
I pay tribute to my hon. Friend, with whom I have worked closely in other roles. I thank him for the work that he has done on this portfolio, and will look to him for advice and support. He is quite right that airport connectivity and hub capacity are important in the UK and beyond, and I will be taking a close look at that. I will also be looking to report back to the House on the next steps in relation to last week’s judgment.
Civil Aviation Authority: Aviation Safety
Paul Maynard Excerpts(4 years, 10 months ago)
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The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
It is a pleasure to serve under your continued chairmanship, Mr Bone, in which we all rejoice. I congratulate the right hon. Member for Orkney and Shetland (Mr Carmichael), not only on having secured this debate but on the way in which he presented his case. He clearly has very detailed knowledge that far exceeds mine, although I am the Minister. Perhaps we can swap places—who knows?
In recent years, we have had few opportunities to discuss this subject. Every year, the CAA’s reports and annual accounts are laid before the House and are tabled, but that rarely results in a debate. The hon. Member for Kingston upon Hull East (Karl Turner) and I rarely get a chance to talk about these issues, so today is a good chance to do so.
We recognise that the CAA has accrued many duties down the years, including functions relating to aviation security, economic regulation, unmanned aircraft, space and consumer rights. It almost seems like a case of you name it, the CAA does it. However, the core of what it does has to remain aviation safety: the safety of passengers, crew, and the wider general public. That is partly because aviation is such an important part of our national economy, contributing at least £22 billion, along with over 230,000 jobs. For the seventh consecutive year, passenger numbers have increased. Safety is vital to maintaining that thriving aviation sector.
Regional airports such as Kirkwall and Sumburgh and the connections, jobs and investment they provide ensure that we spread those benefits across the country. The right hon. Gentleman spoke eloquently about the fundamental role played by air links, both between the islands and the mainland and between the islands themselves—I know that “mainland” means two things on Shetland, not just the mainland as I understand it. I also recognise why aviation safety is especially crucial in that part of the world, given the history of the local area. The right hon. Gentleman will remember the Chinook incident in the mid-1980s.
Back in April 2019, the right hon. Gentleman wrote to the then Secretary of State for Transport to draw his attention to the incident at Kirkwall, copying us into a letter he wrote to Richard Moriarty at the CAA. The person making the report claimed that the incident amounted to a passenger flight departing from Kirkwall airport at a time when that airport was closed. The then Secretary of State noted that the incident potentially raised serious safety concerns that were being investigated by the CAA. At that time, the CAA had conducted an initial assessment and provided an assurance that no immediate or urgent safety actions were required. The CAA then intended to conduct an in-depth investigation to ensure that it understood all the facts treating to this report, and that appropriate action could be taken.
As the right hon. Gentleman has set out, the incident involved a Loganair aircraft with 32 passengers on board departing Kirkwall airport in the evening, without air traffic control in attendance and without the aerodrome being declared open through the notice to airmen process. The flight crew of that late-running flight were told that they would not be permitted to take off as the time was too close to the closure time of the airport, and an extension to the opening hours could not be granted by air traffic control due to the industrial dispute that the right hon. Gentleman mentioned. Management at Loganair called their counterparts at Highlands and Islands Airports Ltd to see if anything could be done to allow the flight to depart, and were initially informed by Highlands and Islands Airports Ltd that this would not be possible.
Mr Carmichael
The Minister says that the flight crew were told that it would not be possible to extend due to the industrial action, but I do not understand that to have been the case. It may or may not have been—I do not know—but my understanding is that this was the end of the day and no link was made.
Paul Maynard
I am sure that the right hon. Gentleman has more detailed knowledge than I do, but that is the sequence of events I have been informed about. His information may well be more accurate than mine, so I will go back and consider his point carefully.
Once both Loganair and Highlands and Islands Airports Ltd had looked into the matter further, they agreed conditions by which the flight could depart under visual flight rules, meaning that there would be no need for an air traffic control service to be deployed. Under that agreement, the flight could depart if the airport fire service was in attendance and if the pilot of the aircraft agreed. The fire services were then recalled to the airport, arriving after the flight had commenced to taxi but before its departure, as the right hon. Gentleman set out. The aircraft departed under visual flight rules and contacted the Scottish area control centre after departure for an air traffic control service. The CAA was alerted immediately by Loganair, and received two separate whistleblower reports in the course of the following week.
The Civil Aviation Authority conducted a review in accordance with its own procedures, interviewing key individuals at both Loganair and Highlands and Islands Airports Ltd. After concluding its investigation, the Civil Aviation Authority highlighted its findings with the organisations involved during the summer. The CAA has since held several meetings with the airport to discuss progress. The airport has also conducted its own investigation, and as a result commissioned a study into the findings raised by its own report. The right hon. Gentleman might wish to request that report from the airport company.
I understand and sympathise with the right hon. Gentleman’s wish for the CAA’s report into the Kirkwall incident to be placed in the public domain. The sixth principle of the Government’s regulators’ code—I am getting a bit technical here, for which I apologise—states:
“Regulators should ensure that their approach to their regulatory activities is transparent”.
However, transparency in that sense means regulators setting clear standards for the services that they deliver, not necessarily publishing investigations themselves.
One issue that the Civil Aviation Authority needs to consider when deciding whether to publish the report has to do with trust and openness between the regulator and those it regulates. Aviation bodies need to be confident that, in certain cases and for certain investigations, the information they provide will not be made public. That helps the CAA to fulfil its role of regulating the UK aviation industry and ensuring organisations comply with required safety standards. It might be likened to no-fault reporting in the NHS, where people can admit that something has gone wrong and seek to learn some lessons from it without feeling themselves to be placed in personal professional jeopardy. The right hon. Gentleman will be aware that the air accidents investigation branch routinely publishes reports. A further consideration in this instance is that the relevant information came through two whistleblower disclosures. It is particularly important that staff feel able to make such sensitive disclosures without suffering adverse consequences.
Mr Carmichael
We come to the nub of the matter. I make no complaint about the CAA and the way it has conducted this process, inasmuch as it has done so entirely in accordance with its own rules, and the basis for those rules is sensible and rational. It has conformed to international regulation and good practice. However, what has been done remains unsatisfactory. Information was put into the public domain right at the start, which caused some distress to the air traffic controllers in Kirkwall, and that remains uncorrected. That has two consequences. First, there is lingering concern about safety, the culture within HIAL, and the operation of the relationship between it and the air traffic controllers. Secondly, in the circumstances, there is a public interest point about the likelihood of future whistleblowers coming forward.
Paul Maynard
I appreciate the right hon. Gentleman’s point. I was about to say that I understand the jeopardy that the individual concerned feels placed under. There is an apparent asymmetry of information available in the local community, with, on the one hand, a public discussion about what occurred, and on the other hand, the private information as to what was found and what was done with that information. I am more than happy to make a commitment to talk to the CAA to see what more can be done to assist the individual concerned, and perhaps try to provide some degree of reassurance or to resolve the matter in that way. I hear his point and I hope that we can find a solution.
The right hon. Gentleman spoke about the wider issue of the remote control towers being centralised in Inverness. I understand his points. When I started out in the House, I was a member of the Transport Committee. My first big victory on that Committee led it to challenge the Government about the withdrawal of the emergency towing vessels in Shetland and the closure of some of the Maritime and Coastguard Agency stations. The Transport Committee flew up to Stornoway from Newquay on a regional flight; we were the only people on board. I saw for myself how rapidly conditions change in that part of the world and the significance—the vital importance—of having reliable communications facilities for those remote locations. I understand entirely where he is coming from.
Mr Carmichael
That is a good parallel, because the proposal was for all the coastguard services to be provided from two stations, one in Hampshire and the other in Aberdeen. It is the same point that the hon. Member for Na h-Eileanan an Iar (Angus Brendan MacNeil) made to me. I asked the coastguard, “Why Aberdeen and Hampshire?” and they said, “Well, that’s one at the top of the country and one at the bottom”—ignoring the fact that Shetland is hundreds of miles further north than Aberdeen. I said, “Why not put the north one in Shetland, which is properly the top of the country?” They said, “Oh no, we couldn’t do that. The connectivity’s not good enough.”
Paul Maynard
The right hon. Gentleman tempts me to go further than my brief.
I recognise the worry that the new system might include a single centre with a consequent single point of failure. I also hear the right hon. Gentleman’s concerns about retaining skilled jobs in the peripheral areas and the potential wider impact on the local community and economy. The air traffic management system programme across the highlands seeks to bring together air traffic management for a number of airports in one location, as he set out. Innovative approaches to air traffic control have already been implemented successfully elsewhere, such as in Scandinavia in 2015 and at Cranfield in 2018. London City airport plans to launch its digital remote air traffic control tower later this year, as the right hon. Gentleman mentioned. There are precedents for the centralisation of air traffic control. I do not share the universal scepticism about it as a model of provision, and I have not encountered that scepticism when visiting air traffic control towers around the country, many of which are at high altitude, so full 360° visibility of the surrounding area is often not possible due to cloud.
Air traffic control arrangements are a commercial matter for Highlands and Islands Airports Ltd. I read today the debate that occurred in the Scottish Parliament, which was led by the right hon. Gentleman’s MSP colleagues, Beatrice Wishart and Liam McArthur. It was a cross-party debate, with concerns raised by Members from all the political parties represented in the Scottish Parliament. I noted Michael Matheson’s response too.
I am now aware that Highlands and Islands Airports Ltd will undertake an island impact assessment in line with the Islands (Scotland) Act 2018. I assure the Chamber that, before any new air traffic management system could take effect, the CAA would need to approve it. In giving its approval, the CAA would be bound by its overarching duty for the maintenance of air safety, so Highlands and Islands Airports Ltd will need to make sure that its proposals satisfy the local conditions. The CAA will not accept the safety case if all that can be said is, “Well, it worked at London City.”
The right hon. Gentleman’s points about the road cutting across the runway are germane to what HIAL has to prove to the CAA. I assure him that it will be treated as a single isolated application, not just one of many, so it will recognise those local conditions definitively. I note his observations about board membership; I am sure that Mr Matheson did as well. I note his comments about why Inverness was selected; I gather that was down to a staff survey. I also believe in the importance of an ongoing conversation with the CAA about many of these issues, not least the resilience of the digital connection, which he referred to.
More widely, I recognise that Highlands and Islands Airports Ltd is a vital part of the community across the north of Scotland. I have embarked on a review of regional airports and regional connectivity, and I look forward to visiting Scotland. I have not got there yet, but it may well be that Kirkwall and Sumburgh are on my schedule. I did three visits in Northern Ireland on Monday, so I am sure I can fit more in across the Highlands as a whole. I hope that if I am in Shetland or Orkney and the right hon. Gentleman is too, he will join me on my visit and we can see the roads running across the runway for ourselves.
The hon. Member for Dunfermline and West Fife (Douglas Chapman) made a number of interesting additional points that I will try to cover as best I can. It was rather difficult to prepare for the debate, because it was so widely set. I wondered who would attend and what issues they would raise. Many of the hon. Members I predicted would attend are not here and some of the issues that I did not predict have arisen. Such is the joy of having officials to tell me what to say occasionally.
I understand the hon. Gentleman’s concerns in the light of our departure from the European Union. Historically, aviation safety across the world has been led by this country and by the CAA. We remain a leading player in the International Civil Aviation Organisation. We have always been a leading player in the European Union Aviation Safety Agency. Our expertise is valued around the world. One of the CAA’s major roles is to provide services across the world to improve aviation safety. I do not think for a moment that that expertise, or the appetite for it, will be diminished. We take that very seriously.
The hon. Gentleman mentioned the various freedoms that enable as broad a range of destinations as possible to be served. I am sure he agrees that it is in no one’s interests to diminish that ability. Our objective in any future relationship is to agree as ambitious and comprehensive an air transport agreement as possible with the EU. I am confident that we can do so in the timescales described.
The hon. Gentleman also mentioned the interesting issue of drones and the extent to which technology is outpacing our ability to legislate. That is often a challenge in government and in Parliament. In many Bill Committees that I have sat on, we have tried to see into the future, but the important thing is to have a flexible approach to legislation, so that as things develop over time, the regulations can also develop. It is as much about the framework that we set up as about prescribing exhaustively every possible combination of circumstances that may or may not occur in future. All too often, our predictions about the future prove entirely wrong. I remember watching “Tomorrow’s World” as a teenager; I thought I would have my own jet pack by now, but I still take the District and Circle lines.
Our concept of the future can be misleading, but we can get the framework right. As the hon. Gentleman correctly points out, the Air Traffic Management and Unmanned Aircraft Bill is in the House of Lords and will come down here. If he were the SNP Member on that Bill Committee, I would be delighted. He could help with my futurology by making sure that the legislation is fit for purpose.
I thank the hon. Member for Kingston upon Hull East (Karl Turner) for his comments and for allowing me to focus on the concerns of the right hon. Member for Orkney and Shetland. I thank you, too, Mr Bone.
Oral Answers to Questions
Paul Maynard Excerpts(4 years, 10 months ago)
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Sam Tarry (Ilford South) (Lab)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
No recent assessment has been made of the financial effect on individuals as a result of the delays to Crossrail.
Sam Tarry
I thank the Minister for his answer. I wish quickly to bring the House’s attention to my declaration of interests. With four Crossrail stations in Ilford South and the huge economic growth potential not just across Ilford but across the whole of London, does the Minister agree that it was utterly mad to get rid of the operating grant of £900 million year on year that has crippled Transport for London? In fact, this is an example not just of another failed project by the Department for Transport, but of a Government in crisis over the delivery of any infrastructure project. Will he commit to restoring that grant and restoring London—
Paul Maynard
We should be a little cautious as the Department co-sponsors projects with TfL and works very closely with the Mayor of London, with TfL and with Heidi Alexander, who are very keen to see this project brought to a speedy conclusion for the benefit of all Londoners.
Greg Hands (Chelsea and Fulham) (Con)
We also need to examine the role of the Mayor and chairman of TfL, Sadiq Khan, in this. In his just four years in the role, Crossrail has been delayed by three years. Does the Minister agree that the Mayor’s incompetent handling of TfL’s finances has exacerbated this terrible delay, and that it is time for new leadership in London under Shaun Bailey as London Mayor?
Paul Maynard
I rather think that we will be having a lot of back and forth across this Chamber in the months to come with various mayoral contests. It is safe to say that on these Benches we are very keen to see Shaun Bailey as Mayor.
Anneliese Dodds (Oxford East) (Lab/Co-op)
Jason McCartney (Colne Valley) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
Like any good northerner, I read my newspapers from the sports pages backwards, so I have not got to the HS2 stories yet and cannot really comment on what they might include. We need a drumbeat of improvement across the north in our rail investment, starting with the TransPennine rail upgrade, moving on to Northern Powerhouse Rail, and then who knows what next?
Grahame Morris (Easington) (Lab)
Daisy Cooper (St Albans) (LD)
Paul Maynard
I met the hon. Lady’s predecessor, Anne Main, and local constituents just before the election. I am well aware that the PIR is overdue and I am very keen for the CAA to get on with it. I am happy to meet her.
Jackie Doyle-Price (Thurrock) (Con)
Yesterday, Highways England published the latest plans for the proposed lower Thames crossing. In that set of plans, the proposal for a Tilbury junction, which would divert HGVs from my constituency road network, has been removed. Does the Minister agree that, if we are going to get a road that the community does not want, it is incumbent on Highways England to ensure that it works for us?
Wera Hobhouse (Bath) (LD)
Our ancient woodlands and veteran trees, such as in Prior park in my constituency of Bath, are irreplaceable habitats and areas of beauty. What efforts are being made to avoid the destruction of ancient woodlands and chalk streams in the construction of HS2?
Paul Maynard
As the hon. Member will know, we paused any clearance of ancient woodlands during the course of the Oakervee review, and that remains the case. I regularly meet the Woodland Trust—its arboricultural expertise will always far exceed mine—and I listen to it very carefully.
Stephen Hammond (Wimbledon) (Con)
Commuters from my constituency too often experience delays, so I welcome the Williams review, but evidence shows that the vast bulk of the problems are caused by Network Rail. Will my right hon. Friend commit to a complete review of Network Rail’s performance and of solutions, including its possible break-up into regional companies?
Cat Smith (Lancaster and Fleetwood) (Lab)
As a long-time campaigner for the line to Fleetwood to be reopened, I welcome the fact that the Secretary of State was in Poulton-le-Fylde this week, announcing £100,000 for a feasibility study into the line. However, I was concerned that he said in his speech that one of the reasons why we are at the front of the queue is that we have all the stations on the line already. Of course, we do not; we do not have a station in Fleetwood. Can the Secretary of State confirm that the line will be reopened all the way to Fleetwood?
Paul Maynard
As the hon. Member will know, the feasibility study will look at all options for Fleetwood to Poulton. I recognise the point she makes about Fleetwood, but I am sure she will join me in praising the work of the Poulton & Wyre Railway Society, which has been campaigning for this since long before either she or I were anywhere near the political scene.
Jeremy Wright (Kenilworth and Southam) (Con)
Is it not true that the Government can remain committed to the delivery of high-speed rail, but deliver it better than with a project that, at the moment at least, will cost roughly double what its perpetrators say it would cost, and the route of which is designed only for speed although its justification is about capacity? Do not the substantial delays in the delivery of HS2 weaken fatally the arguments against taking the time to find a better way to deliver high-speed rail?
Paul Maynard
My right hon. and learned Friend always makes interesting comments about HS2, but I listen to Radio 2 in the morning, and that was not covered in its news bulletin.
Stephen Flynn (Aberdeen South) (SNP)
Does the Secretary of State believe that the Secretary of State for Scotland taking an RAF flight from Cardiff to London is helpful in decarbonising the transport sector?
Flybe
Paul Maynard Excerpts(4 years, 11 months ago)
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Urgent Questions are proposed each morning by backbench MPs, and up to two may be selected each day by the Speaker. Chosen Urgent Questions are announced 30 minutes before Parliament sits each day.
Each Urgent Question requires a Government Minister to give a response on the debate topic.
This information is provided by Parallel Parliament and does not comprise part of the offical record
Caroline Nokes (Romsey and Southampton North) (Con)
(Urgent Question): To ask the Secretary of State for Transport what support has been made available to Flybe, its passengers, and the regional airports that facilitate many of its routes, and whether he will make a statement.
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I thank my right hon. Friend for raising this matter. She is a strong advocate for her local airport.
Let me stress that Flybe remains a going concern. Flights continue as scheduled, and passengers should continue to go to the airport as usual. I must also emphasise that regional air carriers and airports are vital to the Government, playing a key role in providing connectivity between communities, regions and nations across the United Kingdom.
The speculation surrounding Flybe relates to commercial matters. The Government do not comment on the financial affairs of or speculation surrounding private companies. We are working hard, but there are commercial limits on what a Government can do to rescue any firm.
Be in no doubt, however, that we understand Flybe’s important role in delivering connectivity across the entire United Kingdom. This Government are committed to ensuring that the country has the regional connectivity that it needs. That is part of our agenda of uniting and levelling up the whole country. We do not have good enough infrastructure in many areas, and people do not feel they have a chance to get to the opportunity areas with high-skilled and high-paid jobs. That is what this Government are addressing now.
I hope the House will appreciate that I regret that I am not able to go into further detail at this stage, but I will update the House further when it is appropriate to do so.
Caroline Nokes
Flybe is, as the Minister said, an important regional airline, serving the UK market for business and leisure travel. I must confess from the outset that Southampton airport sits on the boundary between my constituency of Romsey and Southampton North and the Eastleigh constituency, but it employs many of my constituents and, of course, serves the much wider region. It is a crucial part of Hampshire’s connectivity, located adjacent to the mainline to London Waterloo and the M27 motorway, and it serves the cruise terminal at Southampton. It is in every sense a transport hub for the south-east, and about 90% of flights out of Southampton are run by Flybe.
I know that my hon. Friend the Minister is working hard on this issue, for which I sincerely thank him. He has been diligent in keeping me updated and has been in close contact with colleagues across the country who believe that the Government need to find a practical and pragmatic solution to the current reported difficulties, as indeed I do. It is a sensitive time for the company, but my questions today are not criticisms. We are seeking reassurance from the Government that solutions can be found.
I welcomed the comments from my right hon. Friend the Prime Minister this morning about regional connectivity. He specifically referenced Northern Ireland, and Southampton airport has a thriving route in and out of Belfast, not to mention Glasgow and Edinburgh, with onward routes to Aberdeen. It is a hub that serves the whole United Kingdom.
I do not wish to put the Minister in a corner, but I hope that he may be able to expand a little on what might be achieved with regard to air passenger duty, which has long been a concern to airlines and airport operators. We leave the European Union at the end of this month, which might give us some opportunity to consider the freedoms that there could be from state aid rules. I do not expect the Minister to make any sweeping announcements from the Dispatch Box, but I hope he and his officials are closely considering it.
What powers does the Minister have to protect the key strategic routes operated by Flybe and, of course, to protect its staff? Flybe employs 200 people at Southampton, and the airport employs some 900 people. A far wider supply chain relies on a thriving regional airport with a functioning operator.
We have an opportunity to use every lever of government to make sure that regional connectivity is maintained to ensure that businesses can operate smoothly and that people can move around the country seamlessly. I seek reassurance from my hon. Friend that he is pulling all those levers.
Paul Maynard
I thank my right hon. Friend once again for working hard on behalf of Southampton airport. I am acutely conscious of the fact that some 94% of Southampton’s passengers are Flybe passengers, and she makes an important series of points about the airport’s importance to her region. Indeed, I gather the airport is also important to inbound tourism.
My right hon. Friend tries to tempt me on to the topic of APD. It may help the House if I make it clear that Transport Ministers never comment on air passenger duty, which is a matter for the Treasury, and I do not intend to change that now. I will not be making any comments on air passenger duty.
Andy McDonald (Middlesbrough) (Lab)
I congratulate the right hon. Member for Romsey and Southampton North (Caroline Nokes) on securing this important urgent question. It is agreed on both sides of the House that Flybe, a great British brand, is a hugely important regional airline that provides a vital lifeline and connectivity for many of our communities. News of its difficulties will worry workers and passengers alike.
There is clearly a case for Government intervention, and I trust the Government will learn the lessons from their inept response to the Thomas Cook collapse, which saw other nation states being prepared to step in while this Government sat on their hands and contacted the company only after it was too late. We cannot have a repeat of that debacle. Flybe’s workers and passengers deserve better.
What restructuring plan has been agreed as part of the Government’s support, and what discussions is the Secretary of State having with the trade unions Unite and the British Airline Pilots Association? Will the Minister and the Secretary of State commit to ensuring those unions are fully engaged in the process?
The Government must avoid simply feathering the nests of the new consortium, including Virgin Atlantic and the Stobart group. Surely they knew the scale of the financial challenges facing them when they acquired the business. What was known to the new owners at the time of their acquisition? Prior to the acquisition, did they seek assurances on Government assistance and an indication of the Government’s intentions for APD? What discussions is the Minister having with the industry about transitioning to greater sustainability, including electric flights, and about whether current plans are compatible with reducing emissions?
Slashing air passenger duty across the board would make a mockery of the Government’s supposed commitment to climate emissions. It would also benefit a wealthy minority. Some 70% of UK flights are made by a wealthy 15% of the population, with the great majority of people not flying at all. Aviation is set to be the biggest source of emissions by 2050, with Ministers planning for demand to double.
The Government’s own advisory body on climate change has said that the UK is “way off track” to meet its climate change targets. Rather than proposing to slash aviation tax, will the Minister not listen to the recommendation of the Committee on Climate Change for a frequent flyer levy that would remove people who fly just once a year from taxation while making wealthy frequent flyers pay more?
I encourage the Minister to do all he can to support Flybe and its workforce, and to protect passengers, but can he assure the House that his Government will simultaneously and fully accept their responsibility to protect the planet?
Paul Maynard
I am grateful to the hon. Gentleman, particularly as we agree on the importance of Flybe to the country. The Government are working hard to find what they can do to support the company. I cannot and will not provide a running commentary on those discussions. He will note that the Secretary of State is not here to answer the urgent question, as he is having discussions in Whitehall and is working hard on behalf of the airline.
The hon. Gentleman mentioned the environmental aspects. Domestic aviation constitutes 4% of UK aviation’s overall emissions. He mentioned the advice of the Committee on Climate Change, which it gave to us just before the election, and we are looking forward to consulting on it imminently. In addition, the transport decarbonisation plan is coming soon.
We are acutely conscious of the fact that aviation has an important role to play in meeting our net zero target by 2050, and I am working very hard on finding the answers to those questions.
Steve Double (St Austell and Newquay) (Con)
Thank you for granting this urgent question, Mr Speaker, which I know is important to many of us. I thank the Minister for his constructive engagement with me and many other colleagues on this matter.
It is difficult to overstate the importance of Flybe to Cornwall Airport Newquay and the wider Cornish economy. Contrary to the characterisation from the Opposition Front Bencher, it is many ordinary working people and small businesses in Cornwall that rely on the connection that Flybe provides, both across the whole country and, through Heathrow, internationally. May I therefore urge the Minister to do all he can to ensure that Flybe is able to continue operating? If he is able to use his influence to cut APD, he will have my full support in doing so. Will he confirm that the public service obligation route to Heathrow is not dependent on a particular airline and could be easily transferred should the worst happen to Flybe?
Paul Maynard
I am grateful to my hon. Friend for his comments. As he will know, some 74% of Newquay’s passengers use Flybe, so Newquay is also highly dependent on this airline, not least for a lot of its inbound tourism. He commented on the PSO flights. We will continue to work with the county council in Cornwall, the joint funder of those flights, to make sure that that service continues into the future.
Alan Brown (Kilmarnock and Loudoun) (SNP)
First, may I ask what impact assessment has been undertaken on the effect of losing connectivity between Scotland and various UK regions if Flybe does go down? How many of these routes have been assessed as lifeline routes? What assessment have his Government made of the Flybe Heathrow slots if Flybe does not operate and of what that would mean for future connectivity? We know that Flybe operates outwith ATOL—the air travel organiser’s licence scheme—so what consumer protections are available for customers booking with these types of carriers? What changes do the Government propose to bring in to protect consumers? Where are we on the proposed legislation changes promised after the collapse of Monarch and then Thomas Cook? Given that there was no Government intervention previously, why are they now looking at doing something—we do support Flybe continuing to operate? Is that not firm proof that the Government need a comprehensive plan, rather than reacting with short-term fixes? What additional supports will the UK Government bring forward across the entire sector that they have ignored to date?
Will the Minister confirm that the Government do not ring-fence APD moneys for tackling climate change? What message does talk of delaying revenues or reducing APD send out about the Government’s willingness to tackle climate change?
What is the deadline for Government action, because this is going to create further market uncertainty and will hit future bookings for Flybe?
Paul Maynard
Let me start by reinforcing the fact that Flybe remains a going concern; flights continue to take off and land, and passengers should go to the airport.
I very much take the hon. Gentleman’s point about the importance of Flybe, not just to the regions of England but to the nation of Scotland and, not least, the oil and gas sector out of Aberdeen—I genuinely understand that. He makes an observation about PSO flights, both within Scotland and to London. We are looking at PSO flights policy more widely and whether we need to consider further options.
The hon. Gentleman mentioned slots at Heathrow, and he will be aware that slots are a matter for the independent ACL—Airport Coordination Limited—body. No decisions have been taken on the use of further slots at Heathrow in this regard.
The hon. Gentleman mentions protection for consumers. Those who are on a package are covered by ATOL, but, as he will know, there is separate travel insurance and those who pay by credit card will have consumer protections. We continue to review consumer protection more widely within the travel sector. He will also know that in the Queen’s Speech we announced the airline insolvency Bill, which will come forward shortly.
Once again, I reiterate that I cannot offer the running commentary the hon. Gentleman looks for on what is occurring within Government.
Paul Holmes (Eastleigh) (Con)
First, let me thank the Minister for keeping me informed of developments as they have gone on and reassure him that, despite the shadow Secretary of State’s characterisation, it is not the richest 15% of people in my constituency who use this vital service. Some 94% of flights out of Southampton are operated by Flybe, meaning that any loss of service will have a detrimental impact on the local economy and jobs in my constituency. Given this Government’s pledge to back prosperity across the whole United Kingdom, will he reassure me that he will do anything and everything necessary to keep this airline afloat for my constituents and local jobs in Eastleigh?
Paul Maynard
I reassure my hon. Friend that we are working hard on behalf of Flybe and Southampton airport to find solutions wherever we can. He is right to point out the importance of improving regional connectivity across all modes, as the Prime Minister said today.
Rachel Reeves (Leeds West) (Lab)
There is something of a pattern developing. We have had the collapse of Monarch and of Thomas Cook, and now the potential collapse of Flybe. When, in the last Parliament, the Business, Energy and Industrial Strategy Committee took evidence on the collapse of Thomas Cook, the evidence we heard from the business and the trade unions was the same; they said that the Government were asleep at the wheel. What lessons have the Government learned from that collapse? What are they doing to ensure that passengers are protected, that critical routes that connect regional towns and cities are supported and that the taxpayer does not end up footing the bill for another corporate failure?
Paul Maynard
I hear what the hon. Lady says. I am sure she knows that across Europe as a whole the airline sector is a highly volatile market. I do not accept her comparison at all. We continue to work hard and I have made comments already about public service obligation flights.
Steve Brine (Winchester) (Con)
The Flybe crisis—and it is a crisis—could soon become a major disruption for many of my constituents, with half term looming. There is clearly a short-term issue here that I know Ministers are grappling with; I wish them well and they have my support. There is an uneven playing field around APD and regulations on regional airlines and airports, and that has without doubt contributed to Flybe’s current predicament. Longer term, is there any appetite within Government to address that and the crippling impact it is having on the regional connectivity that the Minister and the Prime Minister have rightly referred to?
Paul Maynard
I recognise what my hon. Friend says. Our network of regional airfields is crucial to our regional connectivity. I am acutely conscious of that and I am looking at all policy options.
Caroline Lucas (Brighton, Pavilion) (Green)
Over the coming months it will become ever more apparent that tackling the climate emergency means rapid changes to high-carbon sectors and that aviation must decrease, not increase. Instead of bailing out polluting companies every time there is a crisis, and, in this instance, doing so in a way that is going to increase emissions, does the Minister agree that the Government should instead be developing just transition plans for high-carbon industries, including retraining workers in new sustainable jobs, involving unions and local communities, and, in this case, enhancing rail connectivity?
Paul Maynard
I think the hon. Lady overlooks what we seek to do to ensure that aviation plays its role in reaching net zero by 2050. As I have said, we will consult on our response to the Committee on Climate Change. The Minister with responsibility for future transport, my hon. Friend the Member for Mid Norfolk (George Freeman), is working hard looking at how to diversify the plane market, and we are bringing forward a transport decarbonisation plan. In the Department, we are informed with good ideas about how we can decarbonise transport.
Scott Mann (North Cornwall) (Con)
As my hon. Friend the Member for St Austell and Newquay (Steve Double) ably said, the links between London and Cornwall are vital to many of our constituents, not just in his constituency but across Cornwall. Those links are important for the many small businesses that access contracts and come to London for business meetings, but also for net inbound tourism when people fly in from other countries to visit London and come down to Cornwall for a few days’ break. I ask the Minister to do all he can to ensure that the link remains.
Paul Maynard
My hon. Friend is quite right to point out the importance of the links between Newquay and London, not least for tourism. That is why we set out the public service obligation, and it is why we will carry on working with the county council to ensure its continuation.
Graham Stringer (Blackley and Broughton) (Lab)
The new owners of Flybe got the airline for a song, destroying shareholder value. They must not be allowed to profit from the public sector through subsidy for their failure. The Minister has made clear his position on APD—he will not comment—but does he recognise that that tax is damaging to the economy and costs jobs? Does he recognise that reports given to the Department for Transport and the Treasury show that abolishing air passenger duty would lead to an increase in tax income and have a beneficial impact on the economy and jobs? Will he look at those reports?
Paul Maynard
I am certain that the Treasury has heard the hon. Gentleman’s comments loud and clear.
Huw Merriman (Bexhill and Battle) (Con)
Many airlines that face these types of difficulties would get more certainty and would be more able to get through them if they were allowed to continue to operate while in administration. Airlines in the States have done just that, and have returned and are now succeeding. Will the Government look into that type of reform when they press on with the insolvency review, which I hope will happen in the early part of this Parliament?
Paul Maynard
I am sure my hon. Friend will welcome the airline insolvency Bill and the work going on, in the light of the Green Paper, to improve consumer protection across the airline sector as a whole.
Stephen Doughty (Cardiff South and Penarth) (Lab/Co-op)
Many of my constituents work at or travel from Cardiff airport in the Vale of Glamorgan. They have already been hit by the collapse of Thomas Cook and, indeed, by Flybe’s reductions, the removal of its base—with the loss of 60 jobs last year—and its cutback of routes. Will the Minister explain whether he or the Secretary of State have had conversations directly with the Welsh Government, who are obviously crucial in terms of Cardiff airport’s viability going forward?
Paul Maynard
I am more than aware that some 30% of Cardiff’s passengers stem from Flybe. I reassure the hon. Gentleman that the Department and the Civil Aviation Authority are in regular touch with all the devolved Administrations to discuss the ramifications.
Simon Jupp (East Devon) (Con)
I apologise for my raspy tones because of a recent cold. I congratulate my right hon. Friend the Member for Romsey and Southampton North (Caroline Nokes) on securing the question.
Flybe is based in my beautiful constituency of East Devon and employs around 2,000 people nationwide, contributing a great deal to our local economy and providing essential transport links. Does the Minister agree that it is wrong to politicise the situation with Flybe, as Opposition Members have managed to do so far, and that work should be done to ensure that this vital airline continues to serve the south-west and beyond?
Paul Maynard
I am grateful to my hon. Friend for his comments. He is right to observe the importance of Flybe in his constituency. I am very much aware that, wherever possible, we should work on a cross-party basis when faced with immediate challenges.
Lilian Greenwood (Nottingham South) (Lab)
The Minister referred to the airline insolvency Bill; will he confirm when that legislation will be brought forward? Many Members have spelled out the importance of their regional airports and domestic airlines for local economies, but what assessment has the Minister made of the future role of domestic aviation in our transport networks? How will that fit with the Department’s decarbonisation plan?
Paul Maynard
On both those questions, I am afraid the answer is “Wait and see.” We are looking to bring forward the airline insolvency Bill as soon as we can. We recognise its importance, but it is a complex policy area and there is no silver bullet, so when we bring it forward it has to be right. On the wider issue of how decarbonisation fits in and how aviation can play a role, that will be covered in the transport decarbonisation plan. I recognise that there are trade-offs to be made; we have to have a balanced approach.
Andrew Bowie (West Aberdeenshire and Kincardine) (Con)
I congratulate my right hon. Friend the Member for Romsey and Southampton North (Caroline Nokes) on securing the urgent question and thank the Minister for his response.
The routes that Flybe operates out of Aberdeen International airport are vital to jobs and the local economy in West Aberdeenshire, connecting the energy capital of Europe, which is Aberdeen, to other energy hubs such as Teesside and Humberside. What work is being done in the Department to make sure that these economically vital routes are protected in future?
Paul Maynard
My hon. Friend is right to observe, as I did earlier, the importance of these services to the oil and gas sector in particular. The Department and the CAA as a whole are examining the economic impact of any changes that may occur across all our regional airports, but our focus is on working hard to ensure that we get the right result.
Kerry McCarthy (Bristol East) (Lab)
I entirely accept the importance of regional airports to jobs—Bristol airport is on my doorstep and I was a director of London Luton airport in my days as a councillor in Luton—but the fact that the Minister can come to the House to answer an urgent question about domestic flights without mentioning decarbonisation and climate change once just shows—[Interruption.] He has mentioned them in response to questions but did not mention them in his initial response. He has been prompted to do that. It is not enough to kick it into the long grass and say, “This is something we’re going to deal with in the future.” Decarbonisation and climate change need to be factored into the Minister’s response to the Flybe emergency and APD now.
Paul Maynard
I have mentioned decarbonisation at least three times. I tried to obey Mr Speaker’s instruction to keep my opening statement brief. I entirely recognise the importance of decarbonisation, and a significant amount of work is occurring in the Department, between two Ministers. I ask the hon. Lady to wait to see the documents when they are produced.
Gary Sambrook (Birmingham, Northfield) (Con)
Last year, 30% of all flights from Birmingham airport were operated by Flybe, and a lot of employees of the airline and the airport will be very worried about the current situation. Can the Minister reassure me and my constituents that he and the Government are doing everything practically possible that they can do in talks with Flybe to protect jobs?
Paul Maynard
I recognise the importance of Flybe to Birmingham airport, one of our key national airports. The Government are working hard, as I keep reiterating. We are certainly doing our best.
Munira Wilson (Twickenham) (LD)
If we are serious about tackling our carbon emissions, we must ensure that rail is an attractive and viable alternative to air travel, certainly domestically. In places where this is not possible—such as the Isle of Man, for obvious reasons—we must ensure that domestic flights in the UK are green and sustainable. For example, we should use sustainable alternatives to kerosene and look at electric low-carbon planes, as have been trialled in Orkney and Shetland. What has the Minister done specifically to ensure that UK domestic flights are as friendly as possible to the environment?
Paul Maynard
As I said earlier, the Minister of State, Department for Transport, my hon. Friend the Member for Mid Norfolk (George Freeman), is working on looking at alternative sources of fuel and power. The hon. Lady pointed out the example in Orkney; that is what we are working on for the transport decarbonisation plan, which will come forth shortly.
Martin Vickers (Cleethorpes) (Con)
I welcome the Minister’s comments about the impact on smaller regional airports such as Humberside airport, which is based in my Cleethorpes constituency. The impact on the offshore industries and the links to Aberdeen have already been drawn to his attention, but will he also take into account the fact that Flybe works in partnership with other airlines, such as Eastern Airways, which is based in Humberside, and the possible impact of the knock-on effect?
Paul Maynard
My hon. Friend temps me to go into a great, lengthy answer about franchising arrangements with Flybe, which I am trying not to do, but I very much hear his point and I regularly wade into the detail of that.
Mike Kane (Wythenshawe and Sale East) (Lab)
The Minister went to school a stone’s throw from Manchester airport in my constituency, but is the voice of northern England being heard? After the Thomas Cook debacle, 2.8 million passengers were taken out of capacity. If this Flybe collapse happens, that will affect 1.8 million passengers out of Manchester airport. I know that people are worried about climate change, but APD was a tax devised by London civil servants in Whitehall cooling towers that crippled the growth of regional airports throughout our country, and we are paying the price for that.
Paul Maynard
The hon. Gentleman is always a good defender of Manchester airport—I will grant him that. As he will know, ACL determines slot allocation at Manchester. The Thomas Cook slots have already been reallocated among easyJet and Jet2. ACL has the matter in hand. I recognise Manchester’s interest in the process.
Stephen McPartland (Stevenage) (Con)
Regional connectivity is at the heart of the Government’s agenda, and the impact of Flybe collapsing on its partnerships with other airlines would be quite severe. Can the Minister provide reassurance that the Government will support Flybe until the airline insolvency legislation has come into force?
Paul Maynard
We are continuing to work hard in Government to give all the support that we can at this stage. I cannot comment further on exactly what is occurring, but I very much hear my hon. Friend’s plea.
Alex Cunningham (Stockton North) (Lab)
Teesside International airport tripled its losses to nearly £6 million under the stewardship of the Tees Valley Mayor last year—after he had paid tens of millions of pounds of taxpayers’ money for it. Flybe is one of the few airlines to provide flights from the airport—44% of them—and is critical to the airport’s future and the Mayor’s plans. The Government failed to intervene when SSI went bust, they refused to provide Sirius Minerals with a loan guarantee to unlock international investment, and they are doing nothing to support Hitachi, which is making 250 people redundant. Are the Government really prepared to continue to fail the Tees valley and to see Flybe collapse, taking regional airports such as Teesside with it?
Paul Maynard
The hon. Member will not be surprised to hear that I have great confidence in Mayor Houchen’s stewardship of both—
Paul Maynard
I am not going to get stuck into that. The hon. Member knows that elections are coming and I know that elections are coming—I know what he is up to.
Jason McCartney (Colne Valley) (Con)
Flybe flies from Leeds Bradford airport in West Yorkshire to the likes of Newquay, Southampton and Belfast. Passengers have very little alternative until we see major investment in regional and cross-country rail. Does the Minister agree that until that happens, we need to keep investing in our regional infrastructure, and we also need to crack on with trans-Pennine rail?
Paul Maynard
My hon. Friend makes an incredibly important point. When we consider aviation, it is not just about aviation; it is also about links across other modes of transport. He will know that I am the Minister responsible for Northern Powerhouse Rail so I take a very close interest in it, and I am always happy to discuss it with him.
Jonathan Edwards (Carmarthen East and Dinefwr) (PC)
Further to the question from the hon. Member for Cardiff South and Penarth (Stephen Doughty), have the British Government received any direct representations from the Welsh Government following the news this morning?
Cat Smith (Lancaster and Fleetwood) (Lab)
Following the Monarch and Thomas Cook debacles, what lessons has the Minister learned and which of them will he apply to the situation with Flybe?
Paul Maynard
I would caution that the cases are not as similar as some might think. I am not going to offer a running commentary, but the Department works hard in collaboration with the CAA to monitor all airlines that operate from this country.
Bill Esterson (Sefton Central) (Lab)
Of course the Government should intervene to safeguard people’s livelihoods and the economy around the country, but on a day on which we have heard about yet another increase in global ocean temperatures, when we know that parts of Australia are burning to a crisp, and when the Government are on target to hit net zero in 2099, not 2050, is it right that a subsidy that supports profitable and successful airlines should encourage and increase air travel, not result in the reductions that are essential if we are to address our commitments to reducing the effects of climate change?
Paul Maynard
The hon. Gentleman may have heard my answers, but I will try again. I am working hard with the Minister of State, Department for Transport, my hon. Friend the Member for Mid Norfolk, to make the UK a global leader in reducing aviation emissions. The hon. Gentleman may want to wait and see our proposals when they are introduced.
Jim Shannon
Absolutely—thank you so much. I thank the Minister for his response. He will know that the success of George Best Belfast City airport is down to the Government policy of connectivity and how important that is. It is also down to the success of Flybe. The Minister is probably aware that it flies from Belfast to 14 destinations in the UK—the largest number of any airline company. Some 3,400 jobs depend on Flybe across the United Kingdom, but 100% of those jobs are important to Northern Ireland. In the light of the new dawn in Northern Ireland—the Assembly is up and running, so responsibility falls on its shoulders—has he had an opportunity to speak to anyone in the Assembly such as the First Minister to ensure that Flybe retains its critical position for Northern Ireland?
Paul Maynard
Naturally I welcome the resumption of Stormont. I note the fact that 68% of passengers at Belfast City are Flybe passengers, so the company is clearly important there. I am in close contact both with the Northern Ireland Office and with the devolved Administration.
Oral Answers to Questions
Paul Maynard Excerpts(5 years, 1 month ago)
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Michael Fabricant (Lichfield) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I understand the intense interest that there will be across the House in this issue. The Oakervee review is ongoing and will consider all three phases of the project. I met Douglas Oakervee last week for an administrative discussion about the review, and once the review is finalised the Department has committed to making it public.
Michael Fabricant
It is not just the cost of HS2, but the route: it does not even connect with Birmingham New Street or Heathrow, or meet its original intention of connecting with the channel tunnel. It does none of those. Doug Oakervee has told me that the amount of time they have to consider all this is very limited—it is very challenging indeed—and there is not enough time to consider alternative routes, so will the Minister consider giving them more time to do just that?
Paul Maynard
As I say, we have not put any time limit on Mr Oakervee’s findings, and he will report when he is ready to do so. As my hon. Friend will know, the current plans for phase 1 would see passengers connecting to Heathrow via Old Oak Common, and services would also call at Euston where passengers can make onward travel plans, including to Eurostar at King’s Cross St Pancras.
Graham Stringer (Blackley and Broughton) (Lab)
Any change to the route of HS2 is likely to lead to further delays and extra cost. Is not the solution to HS2 to put competent people in charge of delivering it, and not to mess about with it and give an advantage to those who are opposed to it?
Paul Maynard
I have no doubt that Mr Oakervee is watching proceedings here carefully this morning to hear what colleagues have to say. That will be one of the issues that comes within his terms of reference and he will be reporting on.
Dame Cheryl Gillan (Chesham and Amersham) (Con)
It is reported in New Civil Engineer this morning that the advisory panel to the so-called independent Oakervee review has been asked to sign non-disclosure agreements in an attempt to stop leaks. How can it be right that a publicly funded project is again trying to conceal information about its viability by gagging the very people who have in-depth and up-to-date knowledge of this dreadful project?
Paul Maynard
Mr Oakervee is trying to ensure that he works consensually with the panel to ensure that they reach a single report. The management of the panel and the individuals on it, who cover a wide range of views, is a matter for Mr Oakervee.
Tim Farron (Westmorland and Lonsdale) (LD)
HS2 is an investment for the north of England, but it would be a lot more popular in the north of England if the trains actually stopped somewhere in the far north of England. At present, there are no plans whatsoever for HS2 trains to stop in Cumbria, even though the Lake District is the biggest visitor destination in the country after London. Will the Minister fix this immediately?
Paul Maynard
The hon. Gentleman is perhaps tempting me to go a little too far in presuming that everything is going ahead. I do not want to pre-empt Mr Oakervee’s report, but he will be aware that under the previous plans, classic-compatible trains will run north of Wigan and will therefore be able to stop at a range of stations, including Kendal, Oxenholme in the Lake District and Carlisle. That is part of what the West Coast Partnership will be able to consider.
Mr Speaker
I congratulate the right hon. Member for Aylesbury (Sir David Lidington) on his moderately demonstrative tie.
Sir David Lidington (Aylesbury) (Con)
From you, Mr Speaker, I take that as a compliment.
Will my hon. Friend instruct HS2 Ltd that it and its contractors should follow its own construction code and give local residents along phase 1 due and proper advance notice of the enabling works that it intends to carry out, instead of the high-handed, peremptory and arrogant approach that HS2 Ltd is currently taking?
Paul Maynard
I am disappointed to hear what my right hon. Friend has to say and I am more than happy to meet him to obtain further details. It is very important that HS2 Ltd continues to work with local communities rather than acting upon them when it carries out these works. I look forward to hearing further details.
Rachael Maskell (York Central) (Lab/Co-op)
Not only has the Williams review yet to see the light of day, but the Oakervee report is ready. His team has pulled out all the stops to get this to the Minister next week, so why is the Secretary of State saying that he will not publish it until after the general election? Is it because he intends to cut off the economic opportunities of the north, or is he worried that it will upset voters in the south?
Paul Maynard
I will take no lectures from the hon. Lady on how to support the north economically, or indeed, in transport terms. I am delighted that she lives in a world of alternate reality—neither the Secretary of State nor I have received Mr Oakervee’s report. She clearly knows more than I do, or maybe she is making it up. [Interruption.]
Robert Courts (Witney) (Con)
Adam Afriyie (Windsor) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
My Department and the Civil Aviation Authority have conducted assurance work on the financing and affordability of expansion proposals. This has concluded that, so far as can be assessed at this stage and assuming current market conditions, Heathrow is in principle able to privately finance expansion, but we will continue to monitor this as plans mature.
Adam Afriyie
Given the compounding costs and constraints on a third runway at Heathrow, it seems unlikely that it will ever be built. What Heathrow has succeeded in doing is blocking its more competitive rivals from building extra capacity. In that light, when will the Government review their decision?
Paul Maynard
The airports national policy includes a requirement that any developers should demonstrate that their scheme is cost-efficient and sustainable, and that it seeks to minimise costs over its lifetime. It is a responsibility of scheme developers to follow the process set out in the Planning Act 2008 and to submit proposals to the Planning Inspectorate. We will consider the merits of potential schemes before referring them to the decision-making Minister with the recommendation.
Andy Slaughter (Hammersmith) (Lab)
The Minister of State, Department for Environment, Food and Rural Affairs, the right hon. Member for Richmond Park (Zac Goldsmith) says it is “bonkers”, the Transport Secretary doubts that it stacks up financially and yesterday the Prime Minister told me that he has “lively doubts” about it. When will the Government stop playing with the lives of millions of people in the west of London and cancel this disastrous project?
Paul Maynard
The prudent thing for the relevant Minister to do is stick within the airports national policy, which was endorsed by this House with a large majority, and the decision by the House to back a third runway at Heathrow, which was also endorsed by an overwhelming majority.
Justine Greening (Putney) (Ind)
Does the Minister at least agree that it is important to give people and local communities the information they need to understand the decision that has been taken? Notwithstanding the Prime Minister’s words in Prime Minister’s questions yesterday, the Department is still pressing ahead with this very unpopular transport project and neither reviewing, nor reversing it.
Paul Maynard
In an attempt to seek some degree of agreement with the right hon. Lady, since I came into this role I have made a point of meeting community groups across the south-east, as well as the airports, to understand their concerns and how we can try to resolve some of the trust deficit that clearly exists between the two sides.
Mr Gregory Campbell (East Londonderry) (DUP)
Given the direct air connectivity between Northern Ireland and Heathrow, and indeed the Greater London airports, will the Minister ensure that he discusses with the Treasury the ongoing issue of air passenger duty, where our airports are at a significant disadvantage to those in the Irish Republic?
Paul Maynard
I am always cautious at the Dispatch Box not to trespass on the territory of APD, which is a matter for the Treasury, but I am sure the hon. Gentleman would welcome the renewal of the public service obligation to service the City of Derry airport.
Peter Grant (Glenrothes) (SNP)
Philip Davies (Shipley) (Con)
Many of my constituents think that, as far as the Government are concerned, “northern powerhouse” only means Leeds and Manchester, so will the Secretary of State prove my constituents wrong by unequivocally committing to a station stop in Bradford for Northern Powerhouse Rail, which is vital for the local economy?
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I am sure that my hon. Friend has heard what the Prime Minister has had to say on this matter. He will also know that Transport for the North is looking at options including Bradford for trans-Pennine links. I am immensely sympathetic to his argument.
John Grogan (Keighley) (Lab)
Jonathan Reynolds (Stalybridge and Hyde) (Lab/Co-op)
TransPennine rail services between Leeds and Manchester through Stalybridge and Mossley are clearly vital to this country. The previous Government changed their mind quite a lot on improvements, including on full electrification. What is this Secretary of State’s policy on TransPennine rail upgrades, and will he meet me to hear some sensible suggestions on the way forward?
Paul Maynard
I am happy to meet the hon. Gentleman. I am very interested and cannot wait.
Several hon. Members rose—
Mr Speaker
It is incumbent upon a Minister to own up if he or she considers an error to have been made. I would simply say that as a matter of fact Members must be assumed to speak what they believe to be true. It all happened very quickly, and I did mutter at the time that a Member will say only what he or she believes. So it was, I think, infelicitous, at the very least, and a gracious withdrawal would be appreciated.
Paul Maynard
I have not received the said report, but I am happy to clarify the point and I withdraw the exact comment.
Mr Speaker
I am extremely grateful to the Minister. I thank him for that and we will leave it there.
Luton Airport Expansion
Paul Maynard Excerpts(6 years, 11 months ago)
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The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
It is a pleasure to serve under your chairmanship, Mr Gray. I congratulate my hon. Friend the Member for Hitchin and Harpenden (Bim Afolami) on securing his first Westminster Hall debate. We can safely assume that he could afford a 90-minute debate, given the local interest. I welcome the chance to respond to the points he has made. I sympathise with his concerns and will do my best to answer his points in the time available.
My crash course in Luton airport this morning and learning all about it has revealed that it has seen its 44th consecutive month of growth, with passenger numbers in 2016 16% higher than in 2015. Such growth is clearly continuing. The airport has 13 airlines operating regular scheduled and charter flights and six operating cargo routes. It is a busy major airport that flies to more than 30 countries with 70 destinations and 128 routes. It is the only London airport offering a scheduled service on 24 of those routes. It is a key employer in the local area, supporting around 30,000 jobs, putting £1.5 billion into the economy and around £500 million into the local economy surrounding the airport. All of that indicates that, as all Members have said this morning, it is an important and worthwhile contributor to the local economy. However, that does not obviate the points that Members make about the impact on local people’s lives.
We have started the process of developing a new aviation strategy, setting out the long-term direction for aviation policy to 2050 and beyond. The strategy will focus on consumers and cover the whole country. It will look at where Government could and should make a difference. Last year, we published a call for evidence that asked for views on a number of issues based around six objectives, which will be further consulted on in the coming year. The objectives will include ensuring that any new strategy addresses the impacts of aviation on local communities and the environment.
As part of the call for evidence consultation, the Government proposed that airports throughout the UK, including Luton airport, make the best use of their existing runways subject to environmental issues being addressed. We received a vast number of responses, as I am sure hon. Members can imagine, which we are currently analysing and to which we will respond shortly.
We warmly welcome the ambition of airports to respond to local and regional demand, and to invest in infrastructure to enable services to more destinations, with better facilities and more choice for passengers. That is particularly the case at Luton airport, where passengers are beginning to see the benefits of a £150 million investment programme, transforming the airport and passenger experience by expanding the terminal and passenger lounge, and building a new multi-storey car park.
Paul Maynard
I welcome that intervention. I was about to stop describing the positives of Luton airport and move on to the more controversial aspects, one of which is how the Government’s new approach to airspaces will hopefully address some of the concerns that my hon. Friend has expressed. I will come on to that shortly, if I may.
First, I would like to deal with the question raised by my hon. Friend the Member for Hitchin and Harpenden about who will take decisions on the expansion. I understand the concern that Luton Borough Council may take those decisions at the same time as being the airport’s owner. I am more than happy to confirm that, as a nationally significant infrastructure project, it will be a decision taken by the Planning Inspectorate, with reference back to the Secretary of State. Under section 23 of the Planning Act 2008, all airport expansion decisions that seek to increase their planning cap by more than 10 million passengers per year are required to follow the development consent order process and are considered nationally significant infrastructure projects. Such projects are subject to Government approvals as part of that process.
My hon. Friends the Members for Hitchin and Harpenden and for St Albans (Mrs Main) both asked what the Government’s position will be regarding any further expansion of passenger numbers beyond 18 million without the imposition of much greater conditions regarding noise concerns, flight route changes, and the use of airspace overall. We strongly recognise that noise disturbance from aircraft is of concern to local communities, and can be more pronounced at a time when an airport is experiencing growth. I know that the airport is already looking at trying to implement a higher performance-based standard on its westerly departure route heading to the English south coast. The main purpose of that measure is to reduce the overall noise impact of the route, including near the village of Sandridge—a particular hotspot for noise complaints. I understand that it may be consulted on later in the year. I urge hon. Members to engage with the airport to ensure that that occurs.
The Government’s role is to ensure that the right balance is struck between the environmental impacts and the economic and consumer benefits that aviation growth can deliver. All three Members who have spoken recognised that there are both benefits and negatives to having an airport in close proximity. We believe that noise is best managed at a local level and that Government involvement should be limited to strategic decisions. It is worth bearing in mind that Luton airport’s existing noise restrictions, set at a local level, are on the whole stricter than those set by the Government for the three designated London airports.
In line with the Government’s airspace policy published in October last year, any proposed flight path changes as a result of expansion will have to go through an options analysis. That will enable communities to engage with a transparent airspace change process and ensure that options such as multiple routes are considered for noise mitigation. That is a fundamental change in how we approach the concerns Members have expressed today. For example, there will be new metrics for assessing those impacts, including impacts on health and quality of life. There will be a new call-in power for the Secretary of State, applicable in airspace changes of strategic national importance, which provides, in my view, a democratic backstop for which communities have been calling. There will also be changes to compensation to ensure that impacts are properly reflected in what local people receive.
In addition, the Government have committed to establishing an independent commission on civil aviation noise to ensure that the noise impacts of airspace changes are properly considered, and to give communities a greater stake in noise management. As my right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning) pointed out, the people who live under the flight path are the experts. I always believe that we should listen to the experts when formulating policy. As somebody who grew up under the flight path from Manchester, I am more than aware of what it can be like to have planes overhead continually. The policies that we have introduced address the impacts of noise for those living underneath flight paths; will enable airspace modernisation; will give the opportunity to make the most of quiet and modern aircraft; will provide more predictable periods of relief from noise; and—critically in the south-east—will reduce the need for stacking.
My hon. Friend the Member for Hitchin and Harpenden made a point about asking for further information from Luton Borough Council on its plans to help to fund and support local infrastructure. The Government have set out the framework through which airports can plan for and lead improvement, growth and expansion, critically including surface access. Central to that is the fact that the airport is best placed to lead on surface access issues, including proposed infrastructure developments for the airport, in partnership with local enterprise partnerships, local authorities, business groups, passenger groups, and critically local communities. The current aviation policy framework recommends that each airport develops its own surface access strategy in collaboration with those stakeholders, and sets them out in an airport master plan and associated surface access strategy. The new aviation strategy on which the Department is consulting will ask how the Government can support the planning and delivery of improved surface access to meet passengers’ needs.
Passengers travelling to Luton airport by rail will benefit from the brand new light rail system, due for completion in 2020. That new £225 million rail link will replace the existing shuttle bus service and provide a direct link from Luton Airport Parkway station to the airport terminal. At Luton airport, the Government have also funded improvements connecting the M1 spur to the wider motorway network at the £30 million new junction 10a, helping to reduce congestion. Furthermore, and perhaps most pertinent to the points that my hon. Friend made, the south-east midlands local enterprise partnership has also secured more than £21 million of funding to improve local road access for passengers and for planned development around Luton airport.
My hon. Friend’s final point was one raised by all hon. Members: the importance of rebuilding trust between airports and local communities, not just regarding the expansion of passenger numbers, but more generally, addressing historical issues. I understand that the publication of the vision document by the airport owner—that is, Luton Borough Council—is the first step in quite a lengthy process. The council will have to undertake further consultations with local communities in both Hertfordshire and Bedfordshire, and with other stakeholders this year. That will include the airport operators as well. The plan is not theirs, but the council’s—the airport owner, as opposed to the operators.
We recognise that those who live closest to airports bear a burden of the costs. The Government’s current policy objective is to encourage the aviation industry and local stakeholders to strengthen and streamline the way in which they work together, particularly at local level. The airport is already actively engaging with its local community, both directly and through the statutory London Luton Airport Consultative Committee. Furthermore, I assure my hon. Friend that projects subject to the development consent order process as well as local planning processes have to go through multiple consultation stages, during which his constituents and other stakeholders will be welcome to interact and have their say. That will be a new process for Luton airport, which has not had to go through that before.
In conclusion, we are committed to building a successful aviation industry, which is why our strategy is designed to look forward as far as 2050. We have to put the passenger at the heart of that, but also to ensure that we address the needs of the wider industry as well as the communities around the airports. I hope my comments today reassure my hon. Friend on some of the key points, and will perhaps give him some further avenues to pursue in working with the airport to improve the lives of people in his community, and those of other hon. Members. I thank everyone for their attendance and attention.
Question put and agreed to.
Oral Answers to Questions
Paul Maynard Excerpts(7 years ago)
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Rachel Maclean (Redditch) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
Only last month new inter-city express trains entered service on Great Western, and indeed east coast will be introducing new Azuma express trains from late 2018. We have also committed £55.7 billion on HS2 to transform the network and bring economic growth between our major cities, operating state-of-the-art trains.
Rachel Maclean
I thank the Minister for his answer and I welcome the rail strategy that was announced yesterday in the House. My right hon. Friend the Secretary of State knows of my keen interest in the express services from Redditch to Birmingham, and I am grateful for the interest he has shown by meeting me. Will the rail Minister agree to meet me and the train operators in the light of the new franchise that has been announced for our services, to look again at the business case and see whether we can push this issue forward?
Paul Maynard
I am always happy to meet colleagues, and train operating companies—indeed, at the same time is even better for me. We always seek journey time improvements on networks, not least by improving roll-out times for new rolling stock. I know that my hon. Friend will welcome the fact that we have earlier and later services from Redditch into Birmingham, and an increased frequency. I am more than happy to meet her to discuss what more can be done.
Ian C. Lucas (Wrexham) (Lab)
One of the ways of improving express train services is to open up new routes. Does the Minister agree with me and his right hon. Friend the Member for North Shropshire (Mr Paterson) that the opening up of a route from Chester via Wrexham and Shrewsbury to London would ease pressures on the Chester-London service and be an excellent, novel way of addressing capacity difficulties on the line?
Paul Maynard
I know that the hon. Gentleman listened carefully to yesterday’s strategy announcement, in which he will have heard a lot of reference to reopening lines and opening new lines. I am sure that we will be considering that idea further and I look forward to hearing further details.
Theresa Villiers (Chipping Barnet) (Con)
The Government have embarked on the biggest upgrade programme for our railways since the Victorian era. What role can that play in addressing the pressing need to improve our productivity in this country?
Paul Maynard
My right hon. Friend is quite right to point out that our significant investment in the railways is underpinned by our belief that we need to improve productivity. Just today, my right hon. Friend the Secretary of State will launch the HS2 productivity report in Nottingham, which will set out how we intend to use HS2 to improve our productivity performance here in the UK.
Mr Clive Betts (Sheffield South East) (Lab)
There is a lot of talk about improvements to the midland main line. Currently, the last train from Sheffield to London leaves some two hours earlier than the last train from other cities such as Manchester and Bristol. Will the Minister assure us that when the new franchise is let, that aspect of poor service delivery will be addressed?
Paul Maynard
I was not aware of the precise information regarding late services from Sheffield, but I am sure they are as entitled to a late departure as any other city in the north. We are looking carefully at the timetable as part of the new franchise, and I am sure that will be taken into account, given that the hon. Gentleman has raised it.
Martin Whitfield (East Lothian) (Lab)
Will the rail Minister say what discussions have been held with freight users about short-notice terminations of freight trains causing hundreds of tonnes of cargo to move on to our roads?
Paul Maynard
I am grateful to the hon. Gentleman for raising the issue of freight. It is an important part of our railway that perhaps gets overlooked by many who do not think carefully about how we utilise our rail network. I have frequent meetings with the rail sector and frequent engagement with officials in the Department. We always look to embed concerns about freight in any decisions that we take about the future of the network.
Mr Jim Cunningham (Coventry South) (Lab)
Jeremy Lefroy (Stafford) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I know my hon. Friend has concerns about the impact of HS2 on the major roads in his constituency. The project has a number of measures in place to minimise the impact of HS2 on the road network. HS2 Ltd is working closely with local highway authorities and Highways England.
Jeremy Lefroy
At the risk of clogging up my hon. Friend’s diary, will he meet me, other Staffordshire MPs and representatives from Staffordshire County Council, the city of Stoke-on-Trent and Highways England to ensure that preparations that are adequate, or more than adequate, are made so that the construction of this railway, if it goes ahead, does not damage regional and national business?
Paul Maynard
My hon. Friend need have no fear about clogging up my diary. It is always a pleasure to meet him, not least because I believe it is absolutely critical that we properly understand the impact on local roads and that all the relevant stakeholders, including local authorities, sit around the table with HS2 to address the details of its proposals.
Mrs Cheryl Gillan (Chesham and Amersham) (Con)
Paul Maynard
My right hon. Friend makes a valuable point. Part of what we have to consider is where there is the biggest impact on local roads. Where there is more extensive tunnelling, as in Buckinghamshire, less of the road network will be affected. I will, however, look carefully at her comment and, if I may, I will respond to her by letter with the precise formula.
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
As my right hon. Friend the Secretary of State told the House only yesterday, the private sector has generated almost £6 billion of private investment over the past decade, providing new trains, upgrading stations and transforming the passenger experience.
Jack Brereton
I thank my hon. Friend for that response. Will he please inform the House about what measures are being taken to improve services on the Crewe-Derby line—the north Staffordshire line—that runs through my constituency of Stoke-on-Trent South?
Paul Maynard
I share my hon. Friend’s concerns about the line; I often have to travel on it back to Blackpool myself. When I am in the east midlands, I am often struck by the fact that there is usually only a two-carriage train that is not always fit for the demand on that line. As he will know, the east midlands consultation is ongoing at the moment. We are carefully considering the responses, which include my hon. Friend’s. I am sure that we will see further improvements in the line as part of the bids that come forward.
Stephen Hammond (Wimbledon) (Con)
Paul Maynard
As the Secretary of State said yesterday, this is all about evolution rather than revolution. We have been aware since the time of the McNulty report of the attraction of bringing track and train together, and we need to make sure that such alliances work in the interests of passengers. The more that that occurs and the more we see the benefits of joint working, the more those benefits will develop across the entire rail network.
Helen Whately (Faversham and Mid Kent) (Con)
I welcome the publication yesterday of the invitation to tender for the South Eastern franchise. When the new franchise is let, I hope that we will see better services for my constituents in Faversham and Mid Kent.
I note that one part of the ITT is that there will no longer be a first class, in order to provide more space in trains and better travelling conditions. But constituents of mine with disabilities have told me that they use first class to make sure that they have a seat. What steps will my hon. Friend take to make sure that in future people with disabilities will be able to get a seat on busy trains?
Paul Maynard
That is a valuable point, although personally I do not believe that travellers should have to buy first-class tickets in order to be seated suitably. All train operating companies have an obligation to treat disabled passengers as fairly as possible, and I will reflect on how we can ensure that the aspect that my hon. Friend has identified is considered in the context of future franchises.
Dan Carden (Liverpool, Walton) (Lab)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
The latest statistics published by the Office of Rail and Road for the first quarter of 2017-18 show a slight decline in the number of rail journeys, although passenger kilometres and revenue have increased since the previous year.
Dan Carden
Since 2010, rail fares have risen by 27%, at twice the rate of wages, and the steepest fare hikes for five years are due in January. Meanwhile, passenger numbers are declining, and more and more of my constituents are being priced out of rail travel altogether. When will the Government accept that the whole system of rail franchising and private profiteering from our railways is utterly broken?
Paul Maynard
Opposition Members really should not try to draw conclusions from one quarter’s statistics to underpin their own ideological agenda. The simple fact is that far more passengers have been using our rail networks than ever before. I believe that privatised railways have been a success. The alternative that the hon. Gentleman has proposed would ensure that passengers were always at the back of the queue whenever any decision was made by any ghastly future Labour Government.
Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
More passengers are using the great western main line than ever before, but we need more investment in that line to ensure that journeys are fast and resilient. If our journeys are to continue to be slow, however, will the Minister commit himself to extending the GSM-R mobile phone trial that is taking place in Scotland and the north of England to Devon and Cornwall?
Paul Maynard
The hon. Gentleman is right to draw attention to growing demand for journeys to the south-west. I believe that Great Western is doing a very good job at running the franchise. We are very supportive of the work of the Peninsula Rail Task Force, and we are trying to pull together all the work that is being done to ensure that we have a clear idea of what more we can do. I will certainly consider the hon. Gentleman’s idea carefully.
Mr Philip Hollobone (Kettering) (Con)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
As my hon. Friend will know from yesterday’s statement, there are currently two trains per hour between Kettering and Nottingham serving the evening peak, and one train per hour during the rest of the day. Our proposal for the next east midlands franchise is for a minimum of one train per hour between Kettering and Nottingham throughout the day, but no firm decision has been made yet. I will listen carefully to my hon. Friend’s further representations.
Mr Hollobone
On any objective analysis, the superb submission to the east midlands franchise consultation by the Kettering rail users group must be one of the best that the Minister’s office has received. May I invite him to reread the submission in even greater detail, given that it contains an overwhelmingly compelling case for Kettering to be the optimum connectivity hub in the new east midlands franchise?
Paul Maynard
I happily pay tribute to the work of the Kettering rail users association; I always find that the views of those who use our rail network are a source of great wisdom. As my hon. Friend knows, we have had the biggest upgrade on the midland main line since 1870, with the creation of a sixth path. We are keen to maintain as many northbound opportunities as possible from Kettering, and I will review that submission in greater detail.
Sir Henry Bellingham (North West Norfolk) (Con)
Afzal Khan (Manchester, Gorton) (Lab)
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
We are always keen to work with our Labour friends with whom we co-manage Rail North and Transport for the North. I recognise the importance of step-free access in Greater Manchester, and I will look at the station to which the hon. Gentleman refers to see what we can do.
Sir Nicholas Soames (Mid Sussex) (Con)
Marsha De Cordova (Battersea) (Lab)
Paul Maynard
I am grateful for the question. As the hon. Lady will know, we are having a consultation at the moment, through South Western Railway, listening carefully to what passengers want. We take all submissions seriously, so we will listen carefully to what passengers say in this consultation and respond in due course. I have heard her point.
Colin Clark (Gordon) (Con)
Will the Secretary of State keep in mind the other northern powerhouse, Aberdeen, and the economic importance of its airport, including in servicing the oil and gas industry?
Paul Maynard
My hon. Friend is right to identify that project as one worth considering, and I was discussing it only this morning with the Mayor of the west midlands, Andy Street. I am more than happy to have further conversations with my hon. Friend on that matter.
Alison Thewliss (Glasgow Central) (SNP)
Yesterday, I met people from nextbike, who run an excellent cycle hire scheme in Glasgow, which I often use to get to my surgeries. Does the Minister have any plans to regulate public cycle hire schemes, so that the public can be assured of their safety?
Lower Thames Crossing
Paul Maynard Excerpts(7 years ago)
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The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I congratulate my hon. Friend on securing this debate on the lower Thames crossing. He raised his constituents’ concerns diligently, and I would expect no less from such an assiduous constituency MP. Before I respond to the detailed points he raised, I reassure all those who are impacted by congestion at Dartford that tackling congestion on the strategic road network has to be a priority for the Government and Highways England.
I beg my hon. Friend’s forgiveness for reflecting briefly on how we got to where we are. The idea of a tunnel crossing at Dartford was first proposed in the 1920s. Initially, a crossing between Tilbury and Gravesend was suggested to replace the ferry service, but that was rejected in favour of a route further upstream, nearer Dartford. Of course, the Tilbury to Gravesend ferry is still in operation today, providing a half-hourly service.
Meanwhile, the Dartford crossing has provided the only road crossing of the Thames east of London for over 50 years. It is now one of the busiest roads in the country, used 50 million times a year by commuters, business travellers, haulage companies, emergency services and holidaymakers alike, connecting communities and businesses; providing a vital link between the channel ports, London and the rest of the UK; enabling local businesses to operate effectively; and providing access for local residents to housing, jobs, leisure and retail facilities on both sides of the river. In summary, it is a critical part of our strategic road network.
The crossing opened in stages as traffic demand grew. The west tunnel opened in 1963, the east tunnel in 1980 and the bridge in 1991. The existing crossing, as my hon. Friend pointed out, is at capacity for much of the time and is one of the least reliable sections of our strategic road network of motorways and major trunk roads. As he well knows, congestion on and the closure of the existing crossing occur frequently. That creates significant disruption and pollution, which impacts on communities and visitors locally, regionally and, indeed, up and down the UK.
The Government recognise that a lower Thames crossing is needed to reduce congestion at the existing Dartford crossing and to support economic growth across the region. The objectives of the scheme include affordability for both the Government and users, value for money, improved resilience of the Thames crossings and the major road network, and minimising adverse impacts on health and the environment by improving safety.
In 2009, the Department examined five locations where an additional crossing could be built. The most easterly of those were found to be too far from the existing crossing to ease the problems at Dartford and were eliminated from further consideration. In 2012, the Department began to appraise the remaining three locations, leading to a public consultation the following year. Location A was at the existing crossing, location B would have connected the A2 and the Swanscombe peninsula with the A1089, and location C was to the east of Gravesend. Later that year, the Government announced a decision not to proceed with location B because of the impact on local development plans and the limited transport benefits.
The Government published their response to the consultation in July 2014, confirming the need for an additional crossing between Essex and Kent. It commissioned Highways England to carry out a more detailed assessment of the remaining two locations, A and C.
More than 47,000 people took part in the consultation, making it the largest-ever public consultation for a UK road project. Highways England analysed the consultation findings and reported back to the Department for Transport, and in April 2017 we announced that our preferred route for the crossing was at location C. The route comprises a bored tunnel under the Thames, a new road north of the river, joining the M25 between junctions 29 and 30, and a new road south of the river, joining the A2 east of Gravesend. The preferred route announcement allows for detailed design and assessment to be carried out on the route. Highways England has written to everyone within the development boundary and has contacted the 22,000 people who have registered for updates.
Having responded to the feedback received during the preferred route consultation, Highways England is now undertaking further work to understand the extent to which it might be appropriate to increase the tunnelled section of the route to reduce noise and other environmental impacts. Furthermore, in relation to some of the concerns my hon. Friend has just raised, Highways England is now putting forward some important changes to the project design in response to the feedback it received in the consultation.
The changes include a new design for the junction with the M25 to help it blend better with the local landscape; a new junction and link road at Tilbury to reduce the impact of HGVs on local roads; the removal of the proposed A226 junction at Gravesend Road to reduce the impact on local villages, as my hon. Friend mentioned; a new design for the junction with the A2 and a widening of the A2 through to junction 1 of the M2 to help improve traffic flow; and a proposal for three lanes in each direction between the A2 and A13, rather than just two, as this could provide greater benefits. In addition, Highways England will be assessing carefully the air quality and other environmental impacts of three lanes as it continues its design work. All the updates to the route design will be consulted on in 2018. This will allow all interested parties, including my hon. Friend, a further opportunity to give feedback on the latest version of the route.
An option to create a new crossing at Dartford was thoroughly assessed but rejected as it would not provide sufficient additional free-flowing capacity to the network. A new route at the existing crossing would not improve traffic resilience and would still cause severe congestion. The route would take at least six years to build and cause severe disruption affecting hundreds of millions of journeys while under construction. It would also worsen air quality and noise pollution in the immediate Dartford area.
The lower Thames crossing should not be seen as an isolated proposal. We have listened to concerns about the existing Dartford crossing.
Adam Holloway
I appreciate the constructive way in which my hon. Friend and the other Ministers have approached this since the decision was made, and, as I said, Highways England is being very decent, but I must return to my earlier point. How is a road that will reduce congestion at Dartford by only 14% still about traffic mitigation? It is not about sorting out Dartford; it has morphed into an issue of economic development, and we are kidding the public if we suggest otherwise.
Paul Maynard
I recognise the point my hon. Friend is trying to make. I have tried to make it clear that I am focusing on the traffic management aspects of the project, rather than the issue of wider economic benefits to which he refers.
I want to explain some of what we are seeking to do to improve matters at the Dartford crossing. Like many people, I recognise the concerns about the crossing. Anyone who has to drive through it will always bear in mind the possibility of severe delays. Highways England keeps the safety and performance of the crossing constantly under review to identify areas that can improve the crossing for all road users. The traffic safety system, introduced as part of the Dart charge, continues to be improved, together with the management of dangerous goods and abnormal loads.
Actions are being taken to improve the management of traffic during incidents and ensure the reopening of lanes as soon as possible afterwards. The road signing on the northbound Dartford crossing approaches is being reviewed, as is the movement of different types of vehicle as they approach the crossing, to see what improvements can be made.
Work continues with local authorities on both sides of the crossing to improve traffic flows between the local and strategic road networks, and I know that my hon. Friend the Member for Dartford (Gareth Johnson) is closely involved in those very discussions. That includes joint working by Highways England and Kent County Council on a number of improvement measures for the junctions used by traffic approaching the crossing directly from Dartford. Highways England will continue to monitor the conditions at the crossing to understand how various factors are contributing to its underlying performance. It will also evaluate the impact of the measures implemented, and the public will be kept informed of the findings.
Last but not least, as was announced alongside the preferred route for the lower Thames crossing, we are committed to delivering a £10 million package of measures over the next four years to improve traffic flow at and around the existing Dartford crossing. The roads Minister, my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), meets the chief executive of Highways England monthly, and I can assure my hon. Friend that the performance of the existing crossing is kept under regular review.
I heard very clearly my hon. Friend’s suggestions about connected and autonomous vehicles, and I assure him that they are a frequent topic of debate in the Department. We want to ensure that all road projects take account of the future use of technology, and of how that might change road use in particular.
We recognise that there is more to be done at the existing Dartford crossing, and I am sure that Highways England will keep my hon. Friend and neighbouring Members updated on its plans and future actions. I was pleased to hear that representatives of Highways England were able to meet my hon. Friend today, so that they could go through the plans in more detail, and I hope that that engagement will continue and deepen.
I trust that I have reassured my hon. Friend about some key facts. The Government understand the critical role played by the Dartford crossing and the M25 in our strategic road network, but we also understand its local significance for residents on both sides of the estuary, including those in my hon. Friend’s constituency. We take congestion at the Dartford crossing, and in the wider Dartford area, very seriously, which is why we are taking action to improve matters in both the wider strategy network and the Dartford area.
Adam Holloway
I greatly appreciate it.
Honestly, I love my constituents, but if I thought it was right to put the crossing there, I would man up, look them in the eye and say, “I am really sorry, but this is the correct decision.” Under any Government, including a Labour Government, I would say, “This is the right thing to do.” However, it is not about that. It is blindingly obvious to anyone that if we do not fix the M25 at Dartford, we will not fix the problem. What is the Department’s response to the fact that its own figures say that this new crossing will reduce congestion by only 14% at today’s rates, let alone by the time the thing is built? There is a desperate need for a new crossing at Dartford, and the Government will have to come back to it at some point.
Paul Maynard
I recognise the principal point that my hon. Friend is trying to make. The message that I am trying to communicate in return is that there are more ways than one of tackling the problem. I believe that substantial improvements can be made at the Dartford crossing in terms of ensuring its reliability and its stability, to ensure that when incidents do occur the road can be cleared as quickly as possible. I also think, however, that there is a wider strategic justification for the lower Thames crossing, which is why the Government made their announcement back in April.
We have to plan not just for the short term, but for the medium and the long term as well. We must develop the proposals for the lower Thames crossing as part of one of the biggest programmes of investment in the strategic road network in a generation. It supports motorists by investing in our motorways and our major A roads, which will boost economic growth, locally, regionally and nationally. That is why I think that we have made the right decision for the people of Kent, and for the people of Britain as a whole.
Question put and agreed to.
Guards on Merseyrail Trains
Paul Maynard Excerpts(7 years, 1 month ago)
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The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
It is a pleasure to serve under your chairmanship, Madam Deputy Speaker.
I congratulate the hon. Member for Liverpool, Walton (Dan Carden) on securing the debate, and also on delivering his thoughts in such a cogent and well-balanced way. I am pleased to see that so many Members from both sides of the Mersey and, indeed, slightly beyond it are present this evening: I think that that demonstrates the importance that so many in the Mersey area attach to the issue. I suspect that I am not the hon. Gentleman’s whole intended audience, and I am sure that many more will pay attention to it in the area of the city region.
As I am sure all Members know, Adjournment debates give Members worthwhile opportunities to raise important constituency matters, and the hon. Gentleman has certainly done that this evening, but he will probably not be surprised to hear me say that their value can be weakened when the issue under discussion falls not just without the jurisdiction of the responding Minister, but without that of—in this instance—my Department.
Since 2003, matters concerning Merseyrail have been entirely devolved, and have been the responsibility of the transport authority, Merseytravel, and the train operator itself. Although that prevents me from commenting directly on many of the points raised by the hon. Gentleman, I will do my best to give him a worthwhile response that deals with the broader issues that he has raised. Sadly, tempted though I am to try to engage with his wider points about Labour party policy, time probably does permit me to explain fully why I think that the idea of a state monopoly should fill every single passenger with nothing but dread.
Paul Maynard
Given the lack of available time, it is only fair that if there are interventions, I should devote my responses to the hon. Member for Liverpool, Walton. He can choose the moment at which to launch his salvo in my direction, but I suspect that divergence will increase as my speech proceeds.
Merseyside in particular has experienced the value of the public-private partnership that has driven the renaissance in passenger rail services since 1996, but before I say more about Merseyrail in particular, I want to take a minute to look at the bigger picture.
Just a few weeks ago, we published our rail spending commitments for the period up to 2024: £34.7 billion of public investment in our railway plus £13.2 billion from private sources including network charges and fares. This carries into another decade the greatest investment in our railways since the time of Queen Victoria. It will deliver improvements in punctuality and reliability for passengers, as well as supporting thousands of jobs in the supply chain and the wider economy. Why are we making this money available? It is for quite a simple reason—because the privatisation of our railways has succeeded. I will never apologise for repeating the statistics. Passenger journeys have more than doubled since 1995. We now have the most improved railway in Europe, and the safest major railway.
As Merseyrail is a devolved concession, key strategic decisions are made at a local level by the Liverpool City Region Combined Authority. Merseyrail holds a 25-year concession, which commenced in July 2003, with the efficient operator reviews undertaken every five years. Merseytravel lets the concession for the Merseyrail network, setting the specification for service provision and the terms and conditions of contract under powers devolved from the Department for Transport back in 2003. The Merseyrail concession is different from most train franchise contracts, which are awarded by the Department for Transport. The only other franchise that is even remotely similar is that of the London Overground network. This local concession agreement has allowed both Merseytravel and Merseyrail to work closely together to respond to local demands and needs. Ultimately, the greatest beneficiaries are the passengers.
The length of the concession—25 years—distinguishes Merseyrail from many other train operating companies, whose contracts average between seven and 10 years. For this reason, Merseyrail and Merseytravel are in the enviable position of being able to take a long-term perspective on the investment and development of their rail services. This arrangement means that control of the concession rests wholly within the city region, ensuring strategic direction and leadership with a strong local focus and ensuring that developments fit with the city region’s prioritised requirements embedded within the wider long-term rail strategy that it has developed itself. The nature of the concession sees Merseytravel working in close collaboration with Merseyrail, directly addressing local demands for the ultimate benefit of passengers.
When the previous franchise ended back in 2003, local politicians quite clearly wanted to respond to the needs of the rail users much better, and to implement changes that would improve the network for the benefit of customers and support the growth of the city region economy. They wanted a longer-term partnership approach with the operator to enable ongoing investment programmes to continue with risk being shared. This led to a highly demanding specification based on customer requirements and the needs of the local economy. Following a robust procurement process, 2003 saw the transfer of responsibility for the Merseyrail Electrics heavy rail franchise from the then Strategic Rail Authority to Merseytravel.
Dan Carden
In my speech, I congratulated Merseytravel on the ability to secure provision of these trains in the public sector, which means that they will be 30% cheaper than if they were bought through private means and private loans. But the one thing we cannot do is have a publicly run rail network across Merseyside because of the legislation of the UK Government. It is okay for Dutch public railways and public railways from other countries to come and run our railways; does the Minister not think that his Government might like to run a railway system sometime?
Paul Maynard
I heard the hon. Gentleman’s point earlier. My response is that that is not Government policy and nor do I ever see it being Government policy while my party remains in power. The opportunity to have a public monopoly on our railways may be in the interest of the Labour party, but it is not in the interests of passengers.
The agreement with Merseytravel is worth hundreds of millions of pounds. Indeed, the grant for 2017-18 alone is close to £82 million. This framework gives the transport authority the confidence necessary to plan major long-term investments. That is why the quality of train services, stations and the whole experience of travelling on the Merseyrail network have been transformed since 2003. Indeed, Merseyrail has to be seen as an exemplar for the value of devolution and for local decision making where that is appropriate and practical.
On the day of devolution, Merseytravel rightly stated that its ambition was to shed the label “Miseryrail” by putting passengers first. Within a year, the first results of this transformation were apparent. Passenger satisfaction was up, particularly in relation to punctuality and the way in which passenger requests were handled. By autumn 2004, Merseyrail was top of the national customer satisfaction league for the first time in its history, and since 2008, satisfaction has never dropped below 90%.
A major contributor to this success story has been the collaborative partnership between the operator and Merseytravel within a concession agreement that also sets out a demanding service specification. The flexibility of local control has allowed both parties to develop a stream of initiatives to increase capacity, to tailor fares and services to local markets, to enhance trains and stations—such as Liverpool South Parkway, which I know well—and to improve punctuality.
Stephen Twigg (Liverpool, West Derby) (Lab/Co-op)
I hope that the Minister will respond to the point made by my hon. Friend the Member for Liverpool, Walton (Dan Carden) about the £32 million cut in central Government funding for Merseytravel, which is forcing it to make decisions that it would not want to make if it had the funds available.
Paul Maynard
As I have said, we have committed £82 million in this calendar year, which will give Merseytravel the confidence to make investments in rolling stock. It can choose how to invest that money. I think that Labour Members would be deeply disappointed, or indeed apoplectic, if I were to start questioning the decisions of the elected city Mayor of Liverpool or of the city region Mayor. The point of devolution is that local people have to take these decisions, through their representatives, and that is what they are doing.
The investment that we have made facilitated the operation of longer trains in 2008 and the doubling of Liverpool to Chester services in 2010. In 2014, Merseyrail also invested £3 million to make a second fleet refurbishment possible. Those are all examples of investment occurring in Merseyrail. Indeed, Merseytravel and Merseyrail have regularly jointly funded extra late-night trains during special events and trains on Boxing day, and this approach has been a great success. Passenger demand has consistently exceed targets. It has grown over 30%, from 27 million passengers a year to well over 35 million now, and it is approaching the point where the current train fleet, one of the oldest in the UK, will need the £460 million investment in new trains that will be rolled out for passengers by 2020.
In closing, I hope that I have been able to demonstrate how the public-private partnership between Merseytravel and Merseyrail has helped to transform rail services in Liverpool over the past 14 years, and that there is no reason to suspect that local politicians in Liverpool are unable to take decisions in the interests of their city region.
Paul Maynard
Given that I have a short time left, it would be churlish of me not to give way.
Ian Mearns
The Minister is not addressing the issue of having a second safety-critical person on the train. This applies not only to Merseyrail but to franchises around the country. He should have a clear position on the presence of a second safety-critical person on the train.
Paul Maynard
The topic of our discussion tonight is the presence of guards on Merseyrail trains. As Labour Members will know, they have a multiplicity of local Labour politicians to discuss this matter with, including the chair of Merseytravel, the elected city Mayor in Liverpool and the elected city region Mayor, all of whom have stood behind this decision. If we truly believe in devolving transport powers, we have to respect the decisions that are taken.
Let me restate my congratulations to the hon. Member for Liverpool, Walton on securing the debate. I am sure that he has had a ready audience across Merseyside for his comments—as I have said, I am sure that I was not the intended audience for those comments—and I am sure that the discussion will continue among his colleagues around Merseyside. We will monitor with interest what occurs.
Question put and agreed to.