Smart Motorways

Debate between Philip Hollobone and Andrew Jones

Thursday 13th January 2022 Westminster Hall

[Andrew Jones (Harrogate and Knaresborough) (Con)]

It is a pleasure to serve under your chairmanship, Mr Hollobone, and to speak on this important issue of road safety. Overall, this is an area where the UK has a very good and strong track record, with both deaths and injuries falling over many years. Some problem areas remain that have proven quite difficult to make improvements on. I think especially of rural roads and the challenges among younger drivers. However, we should note that that downward trend continues and we should welcome it. When I looked at the most recent data before coming to the debate, I was very encouraged, but I note that it is from the period of lockdown, so some caution is required about data points during this period.

We must never forget one important thing: behind every stat is a life lost, a family shattered. These are true tragedies, which is why we should never be complacent about any issues with road safety. There is always more to do, and we should be spurred on to tackle more and more things. I welcome this report by the Transport Committee. It has done a good piece of work. I have to say that it is a Select Committee that I have had quite a bit to do with over the years, but mainly by appearing in front of it, rather than being a member of it. As the Chair, my hon. Friend the Member for Bexhill and Battle (Huw Merriman), said, the report, “Rollout and safety of smart motorways”, is the result of much detailed and prolonged work. The fact that its recommendations have been so quickly adopted by the Government shows how well that work has gone.

It is good to see all nine recommendations adopted by the Government, but I will speak about just one of them. Colleagues have spoken with great insight into other areas, but I will focus on the recommendation on stopped vehicle detection—SVD—technology. Technology is critical to the future of our transport systems. I do not just mean things like electric vehicles or hydrogen trains, although I know they are transformative and very exciting. I also mean using technology as a facilitator to reach a solution to one of the biggest challenges in transport, and that challenge is how to make it easier, cheaper and more sustainable to move increasing numbers of people and goods around our country.

I do not think this is a modal question. The challenges lie in all modes. We have not built a new railway line north of London since the reign of Queen Victoria, or a new runway in the south-east of England since the passenger jet was invented, or had a road investment programme since the 1970s, so we are looking at a period of sustained under-investment. There are reasons for that, one being that successive Governments have sought to use the existing infrastructure more intensely. In some cases, that has been more successful than others. Key successes include rail line usage, where we have seen increasing developments in rail signalling, and air corridor use. The key point is that the factor that made that possible is technological advance. More intensive use of existing infrastructure has been at the heart of the smart motorway development. As has been said, all various iterations go back decades.

Ultimately, to protect our environment, people do not really want to see huge amounts of new infrastructure. It is an environmental issue as much as a cost issue, unless we have absolutely no choice. Safety must be at the heart of all the technology and developments that will come into play. Technology is developing so fast that it has to be a factor in delivering safety on our road network, too. There have clearly been concerns about the safety of our roads, and smart motorways in particular. The speed and the size of vehicles can make us feel unsafe on motorways, and we know that the data shows, as my right hon. Friend the Member for South Holland and The Deepings (Sir John Hayes) has said, that the hard shoulder is where people can feel most vulnerable and where problems can indeed arise. I experienced that myself recently, in the middle of the night. On a cold, dark night, a hard shoulder can be quite a grim experience.

When we bring in new technology, we have to take people with us and address their concerns. The pause that has been announced gives us the chance to retrofit, implement and review the SVD technology and perhaps improve it. The pace of the development is so fast that I am sure that developments will come into play sooner rather than later. We should expect all modes of transport to become busier as we emerge from the pandemic, and that will include our roads. As that happens, road safety must never be compromised, but enhanced. My point is that technology and the advances in it are central now and will become even more so in future.

I want to finish with one request to both the Transport Committee and the Minister. I ask them to please put particular emphasis on recommendation 4 and the technology, its deployment and development, because I am absolutely sure it will save lives, and that should be the priority in road safety planning.

[Mr Philip Hollobone (in the Chair)]

We now come to the Front-Bench speeches. First, Tan Dhesi on behalf of Her Majesty’s Opposition.

Oral Answers to Questions

Debate between Philip Hollobone and Andrew Jones

Thursday 13th June 2019 Commons Chamber

[Mr Philip Hollobone (Kettering) (Con)]

13. What estimate he has made of the number of weekday train services northbound from Kettering on the main line under the (a) existing and (b) new train franchise.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

Currently, on average, two East Midlands trains per hour call at Kettering northbound on weekdays, with one going to Corby and one to Nottingham. From December 2020, double the number of trains will call at Kettering: two will be on a dedicated St Pancras to Corby service and two will be on the long-distance Nottingham service.

[Mr Hollobone]

Kettering is a well-used, popular station with rising passenger numbers. Will the Minister confirm when electrification will arrive at Kettering and what other benefits to passengers there will be from the new train franchise?

[Andrew Jones]

The roll-out of the midland main line electrification is obviously a key project, and I will keep the House posted on its progress. I can inform my hon. Friend that the station will get many new benefits from the East Midlands franchise. They will include station wi-fi, LED lighting and help points. There will be improved lay-out and a bus interchange, a multimodal customer information system, drinking water fountains, customer lounges, refurbished toilets, new cafés, customer waiting areas, a third-party west side station entrance development, 60 new secure cycle spaces, six electric vehicle charging points, ANPR car park technology, 200 additional car park spaces and air quality monitors. Basically, it is all happening at Kettering station.

East Midlands Rail Franchise

Debate between Philip Hollobone and Andrew Jones

Tuesday 7th May 2019 Commons Chamber

[Andrew Jones]

Let me deal with the hon. Gentleman’s questions one at a time. In a complex procurement process such as this, or indeed in other complex public sector procurements, it is a matter of course that there may be small technical non-compliances. These could include, for example, incorrect font sizes or submitting bids in the wrong format—in docx rather than in PDF, or vice versa. This does not constitute a material non-compliance, which would affect the compliance of the bid as a whole. What would be a serious issue would be something like the reallocation of risk, or acceptance or non-acceptance of the commercial terms that have been offered. That is where the difference between material and non-material would come in.

We have been clear at the outset that non-compliance risks exclusion and Stagecoach chose to put in a materially non-compliant bid rejecting the commercial terms on offer. In doing so, it is responsible for its own disqualification.

On the bid leak, I am aware that an email was sent incorrectly by Network Rail, which was received by one of the bidders, but that has been investigated and it was proved in that investigation that the email was not opened and none of the information that was possibly within it was accessed, so it has not been material to this award.

The hon. Gentleman said that franchising is dead and buried. I could not disagree more. Franchising has been a significant part of the turnaround of our rail industry. It has led to more entrants into the market. It has led to investment from the private sector. It has led to over £10 billion of investment. It has led to a renewal of focus on customers in the rail sector. It has been an ingredient in the turnaround we have seen, with the more than doubling of passenger journeys on our railways over the past 20 and a bit years. So franchising has been a success. We of course need to evolve it because what we face now is how to take the process on to the next stages. That is the question that the Williams review has been tasked to solve.

Mr Williams is starting to give us some of his thinking. He has made speeches at various rail conferences. We look forward to receiving his report in the early summer, with a view to a White Paper in the autumn.

The comment from the hon. Gentleman was that the Secretary of State had misled the House. The Abellio bid was won in a competitive franchise process and it won with a compliant bid. The comments by the Secretary of State were, therefore, accurate. I am aware of the media story, but it is wrong. He does not need to correct the record. The Abellio bid was compliant and has been won in an open, fair and consistent way. We look forward to seeing the benefits of that for the passengers on the East Midlands network.

[Mr Philip Hollobone (Kettering) (Con)]

Can the rail Minister confirm that under the terms of the new franchise passengers from Kettering will enjoy the reintroduction of two trains an hour going north from Kettering, which had been taken away, extra seat capacity on the Corby to London service and the introduction of electrification to Kettering by 2020?

[Andrew Jones]

My hon. Friend makes, as ever, a wise point on behalf of the constituents he serves so well. The point about this franchise, and indeed all our franchises, is that they bring benefits for the travelling public. This franchise will do just that. It will be delivering more trains from Kettering, it will be delivering more seats from Corby, and the Government as a whole through their electrification of a significant part of the midland main line will be delivering the electrification that he specified. So his constituents will be receiving a better service in both quantity and quality as a result of this franchise award.

Oral Answers to Questions

Debate between Philip Hollobone and Andrew Jones

Thursday 2nd May 2019 Commons Chamber

[Andrew Jones]

I look forward to the Williams review’s response to Virgin’s submission. I see Virgin’s point, but I have to say that the turn-up-and-go principle that has always been part of our rail network is important and, I think, valued by passengers. I understand the hon. Gentleman’s point about the impact on passengers and those who work on the railways, but the underlying turn-up-and-go principle is a fundamental part of our rail network, and we would only challenge that with extreme care.

[Mr Philip Hollobone (Kettering) (Con)]

Far too many rail passengers have to stand, which is especially inconvenient for those on lengthy journeys. Many other countries successfully run double-decker trains. Why do we not, with a bit of vision and ambition, introduce double-decker trains on our network?

[Andrew Jones]

My hon. Friend makes an interesting suggestion. Our challenge is that we have a very old infrastructure, including many cuttings, tunnels and bridges. Cuttings are perhaps less of a problem, but the tunnels and bridges would be more of a challenge. The height capacity, which also impacts on freight, is being considered, but the way to deliver the capacity that my hon. Friend seeks for his constituents and that we want is perhaps not through that route, which would require huge interventions and a large capital budget, but to use other forms of technology and development.

--- Later in debate ---

[Mr Philip Hollobone (Kettering) (Con)]

T3. The new east midlands train franchise is likely to increase capacity southwards from Kettering, but will it improve connectivity north on the midland main line? The previous Labour Government cut our half-hourly service northwards and it is about time that we had it back.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I can confirm that, compared with today, there will more trains from Kettering going north. The trains will be new, so they will have more seats, which means that, in terms of capacity, there will be more trains and better trains. On timing, we will see the start of more services for my hon. Friend’s constituents from December 2020.

East Midlands Rail Franchise

Debate between Philip Hollobone and Andrew Jones

Thursday 11th April 2019 Commons Chamber

[Andrew Jones]

Right. Well, that franchise is still under consideration and we will be announcing the results in due course. The point in the letter to the hon. Lady was that while that evaluation is taking place, there has been a short extension to the existing franchise to ensure that passenger services can continue to operate.

[Mr Philip Hollobone (Kettering) (Con)]

The main concerns of Kettering rail users are finding a seat on crowded peak time trains to and from London, the low frequency of services north on the main line to Leicester and the level of fares per mile being among the highest in the country. Does the winning bidder address any of those issues?

[Andrew Jones]

Yes, it does, because it puts more capacity into the franchise so that many more of the constituents my hon. Friend serves so well will be able to secure the seats they are looking for.

Govia: Moorgate to Welwyn Garden City Railway

Debate between Philip Hollobone and Andrew Jones

Tuesday 18th December 2018 Westminster Hall

[Andrew Jones]

The Williams review is a bigger piece of work, but I also said that I would take back the points about Govia and TfL and keep my right hon. Friend informed. That is what I was referring to, so I have not missed it. Let me just finish by saying that the performance on Great Northern after May was unacceptable. Action has been taken against GTR in respect of that, and we continue to monitor performance closely. Additional Moorgate services were introduced last week, providing additional capacity in Welwyn Hatfield. I hope that 2019 will see further improvements, including the very popular introduction of pay-as-you-go ticketing. I will follow up all the points raised by my right hon. Friend and keep him posted.

[Mr Philip Hollobone (in the Chair)]

I am pleased to say that this debate does not qualify for delay and repay, and we have arrived at our destination on time.

Question put and agreed to.

Resolved,

That this House has considered the performance of Govia on the Moorgate to Welwyn Garden City railway line.

Oral Answers to Questions

Debate between Philip Hollobone and Andrew Jones

Thursday 28th April 2016 Commons Chamber

[Mr Philip Hollobone (Kettering) (Con)]

I too am receiving complaints about delays in Kettering for driving tests and about cancellations of appointments. May I urge our excellent roads Minister to get on top of this problem before it gets out of control?

[Andrew Jones]

I am happy to take up any local problems affecting any colleague with the DVSA.

Oral Answers to Questions

Debate between Philip Hollobone and Andrew Jones

Thursday 10th March 2016 Commons Chamber

[Andrew Jones]

I know the city of Bradford very well, having gone to school there and lived just outside it for many years. I would have expected the hon. Gentleman to welcome the investment that we are seeing in rail. Appley Bridge railway station has only just opened in his constituency, and he has had investment in Frizinghall as well. We are seeing investment across the north, including in West Yorkshire, and there is the ability to keep fares down in the Metro region. I repeat my point about how we have capped regulated rail fares and removed the fare “flex”.

[Mr Philip Hollobone (Kettering) (Con)]

One of the problems for local bus passengers is congestion and delays. People in Kettering always say that, when the traffic lights stop working, the traffic flows much better. Given that the Minister is responsible for local roads, will he consider undertaking a pilot whereby we can switch traffic lights off and get traffic and buses flowing more freely?

[Andrew Jones]

My hon. Friend makes an ingenious link to the cost of public transport. I am aware, because I hear it quite regularly in my own area as well, that traffic is said to flow more freely when traffic lights do not work. I have major reservations about that argument. At the same time, initiatives are being put in place to keep traffic flowing. I will have a look at what my hon. Friend says, but we should be very cautious about removing traffic lights, as they are a key ingredient in road safety.

Towed Trailers

Debate between Philip Hollobone and Andrew Jones

Tuesday 19th January 2016 Westminster Hall

[Andrew Jones]

I will come on to further points, so perhaps we can pick up some of the issues then.

One issue that came out clearly in the hon. Lady’s speech was MOT-type testing. As I said earlier, smaller trailers are not subject to MOT testing, although larger ones are. There is no statutory or comprehensive national database to identify small trailers or to detail when they were built, so any such MOT scheme would prove difficult to implement.

A more universal testing regime for smaller trailers, such as those with the O2 category, was considered as part of a 2013 debate on the European Union roadworthiness directive. At the time, EU member states were in agreement that a scheme to register and test those vehicles throughout Europe was disproportionately burdensome—that was the phrase used—to establish and operate. Unless a registration scheme for such vehicles were established in advance of any testing scheme, it would be hard for enforcement authorities to check effectively that a trailer, such as a caravan, had its own authentic test pass certificate or, indeed, documentation on who owned it. It would be too easy, for example, for a certificate to be used for another, similar vehicle.

It might help our debate if I detail some accident data—I am aware that the hon. Lady’s opening speech included a request for more data to be published and, if I can find more, I will certainly write to her with that information. The number of accidents and casualties involving towed vehicles, compared with other types of vehicles, is low, at about 1% of all accidents. If we take 2014, the latest full year of data, 268,527 vehicles were involved in road accidents of all severities on the roads in our country. Within that total, 1,257 vehicles were towing a trailer, which equates to less than 1% of all vehicles involved in reported road accidents. Obviously that is absolutely no comfort whatever to families who have lost someone in any kind of incident, including the Husseys.

Furthermore, in many of those accidents the trailers are of the larger type, over 3.5 tonnes. Such heavier trailers are used by the operators of HGVs and for many years have been registered and tested under the DVSA’s heavy vehicles plating and testing scheme. The drivers are also used to towing trailers day after day, in the normal course of their jobs.

In respect of large and small trailers, much of the work on road safety, including in relation to careless driving, mobile phone use, drug-hindered driving and drink-driving, is also relevant to those vehicle combinations and applies to drivers irrespective of what they are driving. In the case that we have been discussing, I understand that the failure was to do with coupling the trailer to the Land Rover, which was an error by the driver. It is therefore unlikely that that type of failure would be picked up in a test designed for equipment, such as an equivalent to the MOT test for trailers.

The available data suggest that most accidents involving light trailers relate to driver behaviour, such as inappropriate driving behaviour for the conditions or breaking the speed limit. Indeed, the national speed limits for vehicles towing trailers, including caravans, are lower than standard national road speed limits. That is because of the handling characteristics of those vehicle combinations. Sixty miles per hour is the legal maximum on motorways and other dual carriageways, with 50 mph being the maximum on single carriageway roads, subject to the national 60 mph limit for general traffic.

I want lessons to be learned from the sad case that we have been discussing. We should all bear in mind the comments made about the family’s aspirations. I have met many families who have lost loved ones in road accidents, and I am happy to meet with the Husseys, should they wish to do so. We are always seeking to learn lessons, so I will spend a little time on what we can do with driver behaviour.

I will ask the DVSA to review all the advice it publishes about trailer safety. That will include in relation to trailer coupling—[Interruption.]

[Mr Philip Hollobone (in the Chair)]

Order. There is a Division in the House on the Opposition day motion. I think there will be another Division straight afterwards, on the Education (Student Support) (Amendment) Regulations 2015, so I will suspend the sitting until after the second Division, when the Minister will have five and a half minutes remaining.