A14 (Tolling Proposals)

Peter Aldous Excerpts

Wednesday 16th October 2013 Westminster Hall

[Dr Thérèse Coffey (Suffolk Coastal) (Con)]

It is a great pleasure to have secured this debate. I welcome the Minister to his new role. If he is as adept in this role as he was when performing his former duties, we will have a terrific roads Minister. He has had a baptism of fire, having already done two 90-minute debates yesterday, but I am sure he is coping admirably.

The A14 is a strategic route for UK plc. It is heavily congested in certain areas, and upgrading it is a national priority. The Government and councils are planning to invest £1.5 billion in upgrading the A14 and also the A1. However, the Government have singled out through-users of the A14 for tolling even though no other major road improvement scheme planned for the next 10 years is to be tolled. There is a risk that that will effectively amount to a tax on businesses in East Anglia—bad news for one of UK plc’s leading growth areas.

The A14 is a key route for traffic between the UK’s largest container port, Felixstowe, and the midlands. Its importance is recognised in its status as a trans-European transport network, or TEN-T. It also serves commuters to the city of Cambridge, home to the world-famous science park, which is a fast-growing economic hub. In the infrastructure statement in June, the Government recognised the importance of the A14 and announced that the start date for the work would be brought forward two years, to 2016—a decision that I and many others greatly welcome.

The infrastructure statement included 24 other road upgrades, which the Government will fund in their entirety. I am proud that the coalition Government are investing so heavily in infrastructure, especially since the previous Government, frankly, did not do enough of that. However, none of those 24 other routes will be co-financed by tolling. Roads supporting other economic hubs and routes with significant increases in capacity will enjoy fully funded upgrades, including the M25 improvements at Tilbury, the A1 in Yorkshire and, indeed, the proposed A1 from Newcastle to Scotland. It was suggested that the £1 billion M4 relief road in Wales would be subject to tolls, but that was ruled out very quickly—almost within 24 hours. Singling out the A14 for tolling appears arbitrary and somewhat unfair.

I represent the constituency of Suffolk Coastal, which includes the port of Felixstowe. However, this is not simply an issue of the potential threat to that port, which competes against many others along the south and east coasts. Tolling the A14 will have a wider impact on many businesses in Suffolk, Norfolk, north Essex and Cambridgeshire. It is therefore no wonder that business organisations and local enterprise partnerships in those areas have come out against the toll.

Two toll-free alternative routes are being offered for all traffic, although each will add considerable distance and time to journeys. The existing trunked A14 is to be de-trunked and key infrastructure is to be removed, so capacity is being removed. That is in stark contrast to the only other tolled trunk road in the country, the M6 toll, which offered a genuine new road.

The proposals also do not reflect the fact that at the point of proposed enhancement, between Cambridge and Huntingdon, HGVs from the port of Felixstowe currently make up just 3% of traffic and are dwarfed in number by local commuters. I am afraid that the perception in Suffolk is that East Anglian businesses will end up paying for easing congestion for Cambridge commuters.

Considerable effort has been made to shift more freight on to rail. The Government are helping with that, and I welcome their investment in the Ipswich chord and the work to be done at Ely junction, which will really help efforts to increase the amount of freight moving from road to rail. European funding available to TEN-T projects has also been secured for those projects. However, I am not aware that any EU funding has yet been secured for the proposed A14 enhancement. I would like to hear from the Minister what plans there are to secure such funding.

I shall go through some of the key stages of the proposal. When we looked at the consultation, we were disappointed that the Highways Agency refused to hold a consultation meeting in Suffolk. All the meetings were held in Cambridgeshire, even though there is reference after reference in the consultation document about, in effect, forcing HGVs on to the trunked road by making sure that that was the easiest route to use and making other routes quite difficult to use so that businesses would end up using the tolled roads. The Highways Agency made a bad mistake there, which I hope it does not repeat.

The solution in the consultation removes the existing A14, including demolishing the A14 bridge, therefore reducing road capacity. I would like the Minister to explain why the parliamentary answer given to me by his predecessor, the Under-Secretary of State for Transport, my hon. Friend the Member for Wimbledon (Stephen Hammond), talks about increasing capacity when it feels as if capacity is being reduced.

I mentioned the issues for Suffolk Coastal and the port of Felixstowe. One issue for local haulage businesses relates to DP World, just up the road at Tilbury. Improvements are being planned to junction 30 of the M25, which is close to that port. It is planned that those improvements will be paid for entirely by the taxpayer. Although I am convinced that the magnificent port of Felixstowe will continue to invest and to compete with DP World, imposing tolling charges on one of its key routes adds additional costs for customers and hauliers. There is a real risk, which does not seem to have been taken into account, that container lorries will simply divert to the Al and the M25 at the expense of Felixstowe. That is certainly bad news for the port of Felixstowe and supporting businesses, but it is also bad news for UK plc.

It has been suggested that a tolling element is required to help to pay for all these infrastructure changes, but there has been no indication of how long the tolls will be imposed for. Will it simply be for the financing of the project? I received a written answer suggesting that the anticipated revenue is £30 million per year, but there has been no indication of how long tolling will last.

Tolling has been suggested for only one part of the road, the new A14 carriageway, which is the bypass around Huntingdon. The project has been designed specifically to force through traffic on to the tolled road. However, no charges are planned for the brand-new local roads that will be built or for the enhanced A1.

It seems contradictory to single out that one stretch of the A14, as the existing A14 is rerouted and de-trunked, when the A1, which will also be significantly improved, will not be tolled. The Highways Agency suggests that de-trunking the A14 addresses the Department for Transport’s ambition to place the right vehicles on the right roads, which suggests that the DFT is, in effect, forcing traffic on to the toll road.

The two non-tolled alternatives for HGVs in the consultation will push a lot of traffic on to the A428 and the A1M. Quite a number of hauliers are already starting to use the alternatives, as we know. There is a risk that the toll will have the unintended consequence that we see considerably more traffic using that route. We will end up in a situation in which people in St Neots are going nuts about how much traffic is going through their town. The situation could be even worse for St Ives, a pleasant little market town, as the other proposed alternative is to go through St Ives and then around the edge of Huntingdon. I hope the Department and the Minister are aware of those possible unintended consequences.

[Peter Aldous (Waveney) (Con)]

I congratulate my hon. Friend on securing the debate. She is making a compelling case.

I was born in Suffolk. I have lived there my whole life and I have worked there for much of it. In that time, I have witnessed a dramatic growth in the logistics industry, based on the port of Felixstowe and mostly located along the A14 corridor. Does my hon. Friend agree that proposals such as this could have a significant negative impact on the logistics industry in Suffolk and on the Suffolk economy as a whole? Does she also agree that the Department for Transport needs to look again at this proposal and to consult properly with Suffolk businesses and Suffolk people, and that, if there is to be a toll road, there should also be a realistic alternative, although, ideally, the A14 should not be tolled at all?

[Dr Coffey]

I support my hon. Friend’s sentiments. The wider impact does not seem to have been assessed. In fact, there appears to be an assumption in the Government, which I think is wrong, that demand for using the A14 is completely inelastic to the toll. In fact, as the Department will know, there are basically two types of hauliers: first, those that definitely need to arrive on time; and secondly, those for whom cash flow is key. Adding to the cost of coming in and out of Suffolk and other parts of East Anglia creates a risk to our economy. This is an issue not just for Felixstowe, but for other parts of Ipswich, for Bury St Edmunds and for Haverhill, as well as for Lowestoft, which is in the constituency of my hon. Friend.

Oral Answers to Questions

Peter Aldous Excerpts

Thursday 27th June 2013 Commons Chamber

[Stephen Hammond]

The Government made an initial assessment of the possibility of introducing trials of 80 mph limits, but it is not a priority. What is a priority for this Government is the transformational investment that is delivering growth and road safety. Yesterday’s announcement by the Chancellor will give us the means to deliver that transformational change.

[Peter Aldous (Waveney) (Con)]

4. What progress he is making on funding the refurbishment of railway stations.

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

In the past two years, more than £238 million has been spent on schemes benefiting more than 100 stations nationally, including major investment at Birmingham New Street, London King’s Cross and Reading stations. Work includes improved access, better parking, retail outlets and ticket offices.

[Peter Aldous]

I am grateful to the Minister for that answer. Lowestoft station is Britain’s most easterly station, and while welcome work is currently taking place to improve bus interchange facilities the station itself remains shabby in appearance. Will the Minister confirm that as part of the negotiations for the extension of Greater Anglia’s franchise, the Government will do all they can to ensure that the station and its surrounds are smartened up and brought back into full use?

[Mr Burns]

Although there will be no changes in the requirements for the direct award up until 2016, my hon. Friend will be reassured to know that Abellio will be required to undertake normal repair and maintenance activities and to invest in areas where there is a positive business case. I fully understand what my hon. Friend says about the condition of Lowestoft station and the overall impression it gives, and I will certainly draw both his comments and mine to the attention of Abellio.

Oral Answers to Questions

Peter Aldous Excerpts

Thursday 17th January 2013 Commons Chamber

[Norman Baker]

I am happy to say that that point has been raised by a number of Members, and that we are looking into it. People should not be discriminated against on the basis of the method that they use to buy their tickets.

[Peter Aldous (Waveney) (Con)]

11. What assessment his Department has made of the role of the private sector in the UK's railways.

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

Since privatisation, the number of passenger miles travelled has nearly doubled. Rail freight has increased by over 60%, the level of passenger satisfaction has risen by 10% in the last decade, and the level of punctuality has risen by nearly 14 %.

[Peter Aldous]

The delay in tendering for new longer rail franchises is holding back much-needed private sector investment in trains in East Anglia. Will the Government consider the proposals that have been drawn up to fast-track the provision of those urgently required new and upgraded trains?

[Stephen Hammond]

The Government commissioned Lord Brown to advise on the future of franchising. As my right hon. Friend the Secretary of State said earlier, his report has now been published, and the Government are looking at it. I understand that proposals have indeed been drawn up, and the Government will happily consider those proposals. I suggest that my hon. Friend should try to meet my right hon. Friend the Minister of State at the eastern rail summit, which will be held in the spring.

Oral Answers to Questions

Peter Aldous Excerpts

Thursday 18th October 2012 Commons Chamber

[Stephen Hammond]

My right hon. Friend knows that the second high-level output specification package—HLOS 2 —commits Network Rail to providing extra capacity to meet peak demand in that area. Part of that will be done by having new trains between London, Bishop’s Stortford and Cambridge, and another part is sorting out the capacity constraints south of Broxbourne, which will help his constituents. I would of course be delighted if he joined the meeting.

[Peter Aldous (Waveney) (Con)]

5. What funding he has allocated to improve railway stations.

[Paul Uppal (Wolverhampton South West) (Con)]

9. What funding he has allocated to improve railway stations.

[The Parliamentary Under-Secretary of State for Transport (Norman Baker)]

A major programme of station improvements is under way, with several key stations, such as Birmingham New Street, being significantly enhanced. We are also continuing to fund improvements through the national stations improvement programme, the Access for All programme and the station commercial project facility. In addition, enhancements are planned at stations as part of franchise commitments.

[Peter Aldous]

I am grateful to the Minister for that answer. The new hourly service on the East Suffolk line starts on 10 December. That is welcome news, although unfortunately the stations at Beccles and Lowestoft remain in poor condition. Will the Minister encourage Network Rail to work with Greater Anglia and Suffolk county council to upgrade the two stations and ensure that the necessary line maintenance is carried out so that maximum speeds can be achieved and that the benefits of the new service can be fully realised?

[Norman Baker]

Yes is the simple answer. The train operator has a commitment to refresh all its stations before 2014. It hopes that the work will include Lowestoft, Woodbridge and the stations in between and be completed before the service enhancement. The bus-rail interchange improvement at Lowestoft station will result in an improved waiting environment for users. Network Rail is also looking to develop a commercial scheme that could provide improvements at the station.

Lowestoft Train Station

Peter Aldous Excerpts

Tuesday 15th May 2012 Commons Chamber

[Peter Aldous (Waveney) (Con)]

I am pleased to have this opportunity to speak about what is an important issue for the Waveney constituency: the opportunity and challenge of redeveloping Lowestoft railway station. Lowestoft Central, the most easterly railway station in Britain, was built in its existing form in 1855. At that time and over much of the proceeding century it was an impressive building, very much at the heart of the town, close to the main shopping area and with sidings running down into the port, the fish market, the timber works and the coach works. Nearby was a thriving holiday resort comprising beaches, two piers, a promenade and assorted hotels and guest houses. Today, the building is unfortunately a very pale shadow of its former self. Its impressive roof was allowed to fall into disrepair and was removed in 1992. The walls remain with the iconic British Rail Lowestoft Central sign on the eastern facade but the surrounds are now untidy, in places strewn with litter, and give a very poor first impression of the town to those arriving by train.

There is now a compelling case for redeveloping Lowestoft Central station, to return it to a good state of repair and to make it a focal point for the regeneration of Lowestoft. Seaside towns such as Lowestoft, which are invariably isolated physically and at the end of the line, are at a particular disadvantage when it comes to attracting new business. This drawback must be addressed if we are truly to rebalance the UK’s economy and realise the full potential of the country’s maritime industries in the energy, tourism and trade sectors. To achieve this we need good infrastructure, the provision of which we have not done particularly well on in Britain in recent years. In many respects that has bypassed East Anglia altogether until recently. Tonight I am concentrating on the railways, but road links and broadband are also important and if I am successful in subsequent ballots, I shall return to them in future debates.

Let me take a few minutes to outline the compelling case for upgrading Lowestoft Central. First, the station occupies a unique location at the heart of Lowestoft. It is strategically placed close to many of the businesses that have such a vital role to play in the town’s future. In the past, there have been plans to move the station inland to the west to open up further retail development opportunities, but that is not a course I wish to pursue. Such a project is not economically viable and in any case the station is in the right location; the challenge we face is to redevelop it on its existing site.

The Mary Portas review highlighted the challenges that town centres have faced in recent years and Lowestoft has had its fair share of those. The main such challenges relate to accessibility and congestion. The seemingly never-ending repairs to the nearby bascule bridge and the sewer repairs in Station square in January and February this year brought traffic to a halt. At present the station is in many respects a blot on the landscape, and it is important that steps are taken to improve its appearance to make a visit to the town centre an experience that is both appealing and enticing. First impressions of a town are important so that people make those vital return visits.

The station stands immediately opposite the former Tuttles department store, originally opened in 1888 and for many decades the town’s main shopping anchor tenant, the magnet that attracted people into Lowestoft. The Tuttles building has also fallen into disrepair in recent years, but a planning application has just been submitted for its redevelopment by Wetherspoons. This is welcome news and I believe it is now appropriate to focus attention on Lowestoft’s other landmark building, the railway station just across the road. As work gets under way, we hope, on the Tuttles building in the coming months, people are entitled to ask what plans there are for the station. It is important that we have the answers and can show that we are on the case.

Some years ago Wetherspoons obtained planning permission for redevelopment of part of the station. I do not know precisely why the scheme did not go ahead, but it is important that such opportunities are not missed again. As well as helping the town centre, a redeveloped railway station can play an important role in supporting two other industries that are important to Lowestoft’s and Waveney’s economic future.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Gentleman for giving way. I spoke to him earlier about the matter and congratulate him on bringing it to the Chamber. At the beginning of his contribution, he mentioned the tourism potential. Is it time for the Government, the regional assemblies and the railway companies to have a co-ordinated plan to lift railway stations such as Lowestoft and others elsewhere in the United Kingdom, to ensure that the tourism potential can be achieved? The economic boost that that would bring could benefit Lowestoft and many other places in the United Kingdom.

[Peter Aldous]

I thank the hon. Gentleman for that contribution. In an effort to rebalance the economy, the seaside and the seaside towns—the marine economy—is in many respects the hidden jewel of the British economy and we do not make enough of it. Therefore any initiatives that help us to realise the marine economy’s full potential are to be welcomed.

As well as helping the town centre, a redeveloped railway station can play an important part in supporting other industries that are important to Lowestoft’s future— tourism and energy. Lowestoft Central station is within walking distance of the town’s two beaches, which have just had their Blue Flag status reconfirmed. Inland are the Norfolk and Suffolk broads. The two railway lines serving Lowestoft, the East Suffolk line from Ipswich and the Wherry line from Norwich, are themselves tourist attractions passing through attractive countryside, along the Suffolk coast, through the water meadows and alongside the waterways of the broads. It is so important that the journey’s end should be in keeping with the rest of these special journeys.

The station is also close to two of the areas that form part of the Lowestoft and Great Yarmouth enterprise zone, which came into operation on 1 April. The enterprise zone is focused on the energy sector, both oil and gas and offshore renewables. In the case of the latter, Lowestoft occupies an important strategic location as the port that is closest to some of the largest proposed offshore wind farms—SSE’s Galloper and Gabbard development and Scottish Power’s and Vattenfall’s East Anglian Array. Already wind farm developers and supply chain companies are looking either to increase their presence in the area or to move into the town. A smart station as part of a good rail service will play an important role in attracting them and jobs to the area. The station in its current form and appearance provides no help in attracting such inward investment.

Significant improvements to the local rail network are now taking place, and if they are to realise their full potential, it is important that we have stations that are attractive in appearance and provide customers with the facilities they need. Work is currently taking place on the Beccles loop on the East Suffolk line which will lead later this year to a resumption of an hourly service from Lowestoft to Ipswich; indeed, I understand that the construction of the loop was completed this past weekend. That work is welcome and the service should prove popular, but Lowestoft Central in its current state will be a let-down to many passengers, and I fear that at present it does not pass the test in terms of appearance, facilities and services on offer.

Other improvements have taken place as well, including the new passenger lift at Ipswich station, which will make it easier for travellers to connect with ongoing services to and from London Liverpool Street and further afield on Crossrail, which will improve access in and around London and to Heathrow, thereby helping to address the challenge of physical isolation that has held back the Lowestoft economy in recent years. In due course it is important that the through service from Lowestoft to Liverpool Street is resumed, but that is another debate for another day.

A further consideration to have in mind is that bus services in and around Lowestoft are being improved. Suffolk county council, with sustainable transport fund finance, is putting on a new circular bus route, serving the main employment areas and tourist destinations. The bus will stop at the station, as does the 601 service that runs down the coast to Kessingland and Southwold. To ensure that the investment in these services is successful the area around the station needs to be looked at closely to ensure that it is laid out in a way that enables the station to play a full role as a transport interchange and hub, not only for buses but also for taxis, and with the necessary facilities for the disabled, the elderly and the infirm.

The case for redeveloping Lowestoft station is a strong one that satisfies the most rigorous of cost-benefit analysis. I anticipate that the feedback I may get from the Minister, although I do not wish to prejudge his response, is that this is a good idea but there is no money available and I will need to take my place in that good old British institution of the queue. I shall now set out a suggested way forward and the support that I would like the Government to provide.

First, we need to consider future franchising arrangements. Abellio, which is now operating as Greater Anglia, took on a 29-month franchise in February of this year. That runs until July 2014. The new franchise needs to be in a form and of a nature that encourages both good management of the property and investment in it. A longer-term franchise would help secure this investment from the operator, who should also be given full control and responsibility for the management of the whole station and all its surrounds.

As I mentioned earlier, much of the surrounds of Lowestoft station are at present untidy and strewn with litter. Part of the problem is that no one party, neither Network Rail nor Greater Anglia, is ultimately responsible for its upkeep; it is a shared liability. The result is that no one takes full responsibility. There is nowhere for the buck to stop. In essence, a full repairing lease needs to be granted to the rail operator so that it is fully responsible for keeping the station and its surrounds in both good repair and tidy in appearance. This is a role for the train company and not Network Rail, which should concentrate its efforts on its core activity of being responsible for the track and larger category A stations, such as King’s Cross and Birmingham New Street. Smaller stations, such as Lowestoft, should be the responsibility of train operators, which are better attuned to local needs and demands and will have more of an incentive to provide a smart station that will help attract customers.

[Ian Paisley (North Antrim) (DUP)]

I commend the hon. Gentleman on raising this matter. As he knows, I have a twin brother who lives in Lowestoft and has lived there for 25 years. He constantly makes the case for having a station that has connectivity to the rest of Britain, and it is a case that could be made throughout the United Kingdom, especially in our rural parts. We must have this connectivity to enliven our rural parts of Britain.

[Peter Aldous]

I wholeheartedly endorse the hon. Gentleman’s sentiments. He is quite correct. As I said, railways have a key role to play in reinvigorating the parts that perhaps other means of transport do not get to.

Secondly, I would look to all interested parties to get together as a local delivery group to produce a blueprint of how the station should be redeveloped. I have in mind not only Greater Anglia and Network Rail, but Suffolk county council and Waveney district council. The latter has just appointed two project managers to help promote regeneration of this area of Lowestoft and they can take the lead in this work. The chamber of commerce, the new Anglia local enterprise partnership and the town centre partnership, which recently submitted the Portas pilot bid, should also be involved, and there should be an opportunity for the public to have their say. I would welcome the Minister’s support for such an initiative and confirmation that he will encourage Network Rail to participate fully and proactively.

Once it has been agreed how the station should be redeveloped, we need to think creatively about funding. The national stations improvement programme has had great success in completing projects, leveraging in private funding and delivering schemes that provide a real dividend for local communities. It has been such a success that all the funds for the period to 2014 have been spent. Given that success, I ask the Minister to lobby the Treasury for additional funds in the autumn statement and next year’s Budget for the continuation of the scheme.

We also need to consider other sources of funding, such as the coastal communities fund and the regional growth fund, and how best to leverage in private investment. A possible way forward with the latter might be the granting of sub-leases to restaurants, newsagents and other shops, for example, which as part of their financial commitment would pay rent at a lower level and agree to carry out capital improvements to a particular part of the property.

As a chartered surveyor, I was taught at a very early stage in my career that there are three factors that determine the success or failure of a redevelopment scheme: location, location and location. Lowestoft Central station occupies a unique location; it is the most easterly station in Britain, at the heart of the town’s main trading and retailing area and situated close to two of its most important industries—energy and tourism. I believe that the scheme could produce an attractive return, by bringing more people into Lowestoft, creating a feel-good factor and helping to provide and underpin jobs. I hope that the Minister and the Government will work with the people of Lowestoft to achieve that goal at the earliest possible opportunity.

Coastguard Modernisation

Peter Aldous Excerpts

Tuesday 22nd November 2011 Commons Chamber

[Mike Penning]

I am very aware of the unique geographical situation and size of Northern Ireland’s inland waterways. That is one of the reasons why I gave careful consideration to the question of whether it should be Belfast or Liverpool, and why we kept Belfast. The other reason was the unique situation of a border with another EU member state. Also, Belfast has shown time and again its ability to cover for the Clyde so that the pairing system works.

[Peter Aldous (Waveney) (Con)]

I commend the Minister for the comprehensive and sympathetic way in which he has gone about his further consultation. I acknowledge that one of the paired stations will remain open on a 24/7 basis, but I am concerned that on the east coast it is not the one at Yarmouth, but the one on Humberside. My concern focuses on the broads and the myriad internal waterways. Concern has been expressed to me by the Broads Authority and the Norfolk and Suffolk Boating Association that local knowledge cannot be provided from the Humberside. Will my hon. Friend consider a station operated on a seasonal basis, much the same as for the Thames, to deal with that area?

[Mike Penning]

I fully understand my hon. Friend’s concerns. If I went down that avenue, I would open up a Pandora’s box and my Secretary of State would shoot me. I have holidayed nearly every year for the past 30 years on the Norfolk broads, especially across Breydon water. I understand the concerns, but I think the cover will be resilient enough. I hope people from Yarmouth transfer to the Humber. The new career and pay structures will make it much more worth while than was ever the case in the past, but I understand my hon. Friend’s concerns.

Bletchley-Oxford Rail Link

Peter Aldous Excerpts

Tuesday 15th November 2011 Westminster Hall

[Iain Stewart]

My hon. Friend makes an excellent point. I see this line as creating an arc of technology and new industry, which would be hugely beneficial to the economy. As I have said, I will come on to that in a moment.

There is another piece of the jigsaw. In 2008, Milton Keynes Central station was remodelled to enable it to incorporate east-west trains. This project is not about a new railway line; it is about reinstating, upgrading and integrating sections of railway line that already exist. As I shall come on to in a moment, that can be done for a comparatively small capital investment, and the project enjoys a benefit-cost ratio of more than 6:1.

Turning to the benefits, the east-west rail link is good for business and economic growth, good for the environment and good for the nation’s wider strategic transport aspirations. At a time when everyone is shouting for more growth in the economy, this project would provide a rail link to an economic corridor that is at the cutting edge of the UK’s economy. It would, for example, link Reading at the heart of the Thames valley, Science Vale UK with its world-leading research and development facilities, Oxford with its academic and tourism economy, Eco Bicester, which is one of the four eco-towns in the country, and my home area of Milton Keynes, which is a fast-growing new city with a dynamic economy. As my hon. Friend the Member for Mid Norfolk (George Freeman) has just pointed out, it would link with Cambridge, East Anglia and all the important economic sectors.

[Peter Aldous (Waveney) (Con)]

Does my hon. Friend agree that the proposal would play a valuable role in getting freight from the east coast ports across the country without needing to go into London? It would also provide another way for passengers to travel without using the over-congested Great Eastern line from Norwich to Liverpool street.

[Iain Stewart]

My hon. Friend makes an important point. My comments are primarily about passenger services, but the freight side is equally valuable in putting together the strategic network for the country.

This area’s economic strengths lie in key growth sectors for the future, such as high-value-added, science-based research and development, precision engineering and, especially, automotive engineering—Red Bull Formula 1 is located in my constituency and won this year’s constructors’ championship—pharmaceutical and life science research and development, green technology and low-carbon services and products. All those things are attractive to inward investment, and I believe that a fast, reliable public transport corridor that links them together and to the rest of the United Kingdom, as well as to the population centres from which they will draw their work force, will help to generate up to 12,000 new jobs.

Coastguard Modernisation

Peter Aldous Excerpts

Thursday 14th July 2011 Commons Chamber

[Mr Hammond]

We have taken account of all concerns that have been expressed to us through the consultation process. The hon. Gentleman will know that under the previous proposals, the Liverpool centre would have been reduced to 10 posts; therefore, today’s announcement that it will close represents a net loss of 10 further jobs. He should also know—as he indeed does know—that my hon. Friend the shipping Minister has bent over backwards to try to accommodate the aspirations of Liverpool city council to change the status of the cruise liner terminal in Liverpool in a way that will create jobs and enhance the status of the city.

[Peter Aldous (Waveney) (Con)]

I endorse the comments of my hon. Friend and constituency neighbour the Member for Great Yarmouth (Brandon Lewis), and I take some assurance from the fact that we are keeping the 24-hour service on Humberside. When it comes to harnessing local knowledge, my concern relates to leisure and tourism. Norfolk has a long coast, with remote beaches and currents that change, and Suffolk and Essex have plenty of estuaries. We are about to embark on the holiday season. I would be grateful for an assurance that it will be possible to transfer that detailed local knowledge to Humberside.

[Mr Hammond]

The Humber station already covers the coastline of Norfolk and part of Suffolk, and the people working there will have the experience and knowledge that my hon. Friend talks of. I would like to take this opportunity to remind hon. Members that part of the proposal involves reinforcing professional coastguard support for the volunteer coastguard operation. An additional net total of 32 uniformed officers will be deployed in direct support of the volunteer coastguard, further reinforcing the resilience and effectiveness of the service.

Oral Answers to Questions

Peter Aldous Excerpts

Thursday 23rd June 2011 Commons Chamber

[Mr Hammond]

I am grateful to the hon. Lady for her question and I agree that we need to understand the way in which the public expect to use public charging points, in order to understand how we can best roll out the electric vehicle programme. Early evidence from other countries has produced some results that might not have been intuitive before the demonstration projects. It is true that the total number of charging posts that are rolled out will be less than was originally envisaged, because in a number of cases promoters of the plugged-in places schemes have determined that multi-headed charging posts are the best way forward. That accounts for some of the discrepancy in numbers to which I think the hon. Lady is referring.

[Peter Aldous (Waveney) (Con)]

Will the Minister consider maintaining the duty differential for sustainable biofuels? This has played an important role in creating green jobs, which are now threatened by the removal of the differential in April 2012.

[Mr Hammond]

As my hon. Friend knows, the differential plays an important role in bringing forward sustainable biofuels. In particular, the re-use of used oils is an important source of sustainable fuels. However, all matters relating to duty are for my right hon. Friend the Chancellor to consider and, when the current arrangements expire in 2012, he will consider whether to renew them and on what basis.

--- Later in debate ---

[Norman Baker]

I entirely sympathise with the hon. Lady’s point about disabled people having difficulty accessing some trains. There is a long-standing arrangement by which trains are expected to become compliant by 2020, and we are sticking to that and putting pressure on the train companies to accelerate it wherever possible. In addition, we are spending a good deal of money on access for all at railway stations in order to ensure that stations themselves are properly accessible to all people who want to use them.

[Peter Aldous (Waveney) (Con)]

T7. Can the Minister provide an assurance that the granting of a short-term, two-and-a-half year contract for the Greater Anglia rail franchise will not delay planning for the reintroduction of a through service from Liverpool Street to Lowestoft?

Coastguard Service

Peter Aldous Excerpts

Thursday 24th March 2011 Westminster Hall

[Peter Aldous (Waveney) (Con)]

It is a pleasure to serve under your chairmanship, Mr Crausby. I am grateful to you for calling me early in the debate. Regrettably, I have to leave for a previously arranged meeting in my constituency and I will not be able to stay for the winding-up speeches. I am grateful to my hon. Friend the Member for Truro and Falmouth (Sarah Newton) and to the hon. Member for Sefton Central (Bill Esterson) for securing the debate. I shall begin by paying tribute to the Lowestoft lifeboat, which was founded in 1801.

Earlier this year, the coxswain and crew of the Spirit of Lowestoft were honoured for showing great bravery and for a magnificent team effort in rescuing three crew from a craft stranded on rocks close to Ness Point, Britain’s most easterly point. The rescue took place at night in November 2009 in rough seas and strong winds. Coxswain John Fox received the thanks of the institution inscribed on vellum, while second coxswain Karl Jackson and crew members Ben Arlow, David Brown, Michael Beadle, Jonathan Flynn, Robert Lightfoot and Mark Ross each received a vellum service certificate.

While we debate the future of the coastguard in these comfortable surrounds, we must never forget the debt of thanks and gratitude that we owe to those people who risk their lives at all times of night and day, invariably in the most hazardous weather conditions. We owe it to them to come up with a sustainable, well-resourced and properly integrated coastguard service that is able to handle the demands of the 21st-century sea.

I recognise that there is a need for the service to be reviewed. There is a need to properly integrate the service and to fully utilise the new technology that is now available. I recognise the limitations of the system of pairing stations. There is a need for greater interoperability between stations. I agree with the reasons given in the consultation document for carrying out a review: the seas are becoming congested, ships are larger, the coastline is busier, and we are experiencing more extreme and variable weather conditions. That said, I have concerns, and I would be grateful if the Minister took them on board.

The proposed closure of the Yarmouth and Thames maritime rescue co-ordination centres has created worry and anxiety along the East Anglian coast. As the table in the consultation document shows, they are busy centres. With increased shipping activity envisaged off the East Anglia coast in the next few years, I urge the Minister to scrutinise those closures closely. If they are confirmed, there will be no centres between Dover and the Humber at a time when the seas off East Anglia are getting busier: some 1,000 wind turbines are going to be built, dredging continues, there is renewed activity in the oil and gas sector, and hopefully renewed activity in the fishing industry shortly. Construction work at Sizewell is to come, as well as ship-to-ship oil transfers, and increased shipping movements to and from Felixstowe and Great Yarmouth. There is also more leisure activity on the broads, on the numerous estuaries in Suffolk and Essex, and off the coast. The arrangements for the broads are an issue that is of particular concern to me, and to my hon. Friend the Member for Great Yarmouth (Brandon Lewis), who has other commitments that prevent him from attending this debate. He is particularly concerned about Breydon Water in his constituency.

Given the nature of the broads, which are made up of a network of rivers and waterways and which extend over many miles in Suffolk and Norfolk, as well as the fact that most of the vessels there are leisure craft and that responsibility for policing rests with a number of authorities, there is an added risk, which should be scrutinised fully in any review. I urge the Minister to look at those issues and to consider whether there is a case for an additional centre for the broads and the surrounding area, which would reflect proposals made in the consultation on the Thames.

I would be grateful to the Minister if he confirmed that, in proposing that there should be no stations along the East Anglian coast, Ministers had regard to the fact that any station in the region has the advantage of being close to the helicopter rescue service operating from RAF Wattisham and to the on-ship fire and rescue service provided by the Suffolk fire service, which covers the whole East Anglian coast.

An issue that will be raised time and again in the debate is how the new arrangements will make best use of and fully harness local knowledge, which, in many cases, has been built up over generations. As was said in the briefings that I attended, local knowledge is the putty that we stick in the gaps in the first five minutes of an incident. If it is not there, the outcome can be tragic. People’s main worry is that, without local centres, it will be more difficult for the coastguard to make best use of that local knowledge, which can be invaluable when the service is stretched.

The highest risks occur in the summer, when we often have leisure vessels crewed by people who do not know the area. In such a scenario, local knowledge of a long coast with many inlets can be absolutely critical when it is vital to get to an incident without delay. Whatever new arrangements are confirmed, they must demonstrate that local knowledge will not be thrown overboard, but retained and made better use of.

Some aspects of the proposals are attractive. Those aspects include providing high-quality jobs for coastguards, with job weight and pay reflecting the increased demands that will be placed on people. There is also the strengthening of the leadership and the support provided to volunteer coastguards. It is vital that the reorganisation is properly managed and resourced and that no effort or expense is spared in securing a successful transformation to bring about such improvements.

The Minister has previously given an assurance that the review is not just a cost-cutting exercise, but a genuine effort to restructure and improve the service and that adequate funding has been secured from the Treasury to implement his proposals. I am grateful to him for that. He has also indicated that this is a proper and full consultation, that alternative proposals for the future of the coastguard will be given full and proper consideration and that the current proposals will be amended if it is decided that improvements can be made to them. There is a worry that, in such a scenario, the Treasury might be an obstacle to securing the four-star service that we need. If that happens, I hope that the Department will do all it can to secure the additional funding needed.

My final request is for a service that not only is properly integrated, but works closely and in co-ordination with others to ensure that those on the seas receive the best possible service. The coastguard needs to be integrated with coastguard services in other countries and, from my constituents’ point of view, with those on the other side of the North sea. The UK is already connected to the safe sea net system, but we need to consider whether improvements can be made.

I am aware of the excellent work done by Coastwatch volunteers, including those at Pakefield Coastwatch in my constituency, who form part of the Sea Safety Group. It is vital that such volunteers are fully involved and consulted in the review, that the service provided by them is fully integrated with the new coastguard service and that they are not burdened with additional costs or unnecessary red tape.

I am grateful to you, Mr Crausby, for bearing with me, and I thank you for allowing me to speak early so that I can depart early. I apologise for the fact that I will not be here for the summings-up.