A303

Richard Burden Excerpts

Tuesday 4th March 2014 Westminster Hall

[Richard Burden (Birmingham, Northfield) (Lab)]

I congratulate the hon. Member for Salisbury (John Glen) on securing this debate, which has attracted interventions and speeches from no fewer than eight speakers from both sides of the House. All of today’s speakers have made important points on this piece of road. It is difficult to talk about it as a “piece of road”, because it is so long. He described it as “the highway to the sun.” Coming from Birmingham, I know such highways well. The hon. Member for Somerton and Frome (Mr Heath) describes it as “Britain’s mother road”. Both of those descriptions are accurate.

Many hon. Members have talked about the economic importance of the A303. Most notably, it was a major part of the speech of my hon. Friend the Member for Plymouth, Moor View (Alison Seabeck). There has been unanimity today on the need to invest in creaking parts of the road network to cope with demand, improve safety, relieve congestion and secure jobs and growth. There is also an understanding that, however we do that, it has to be done in a way that improves our communities and quality of life. Protecting the environment is an add-on to that and has to be part of the process.

The A303 is a road that has tested the ability of successive Governments to deliver those objectives. We have to be honest about that. There is a clear need to improve the route, which is vital for the entire south-west’s connectivity to the rest of the UK. Incomplete dualling over the years has resulted in a number of bottlenecks, about which we have heard today. Those bottlenecks cause road safety problems and cost trade and tourism. There has been a range of continuing reviews, public inquiries and policy changes from the 1990s to the current day. They have demonstrated just how contentious delivering some crucial road upgrades can be in practice. Any solution to this matter will be difficult, but I am concerned—some of the issues put to the Minister are real ones—whether the Government’s approach fully learns the lessons of the past. I have a number of questions for him to tease that out. The recent floods have underlined just how important it is to improve strategic transport connections to the south-west more generally. It is no good just looking at roads, although they are important; we need to take into account all the transport networks of the south-west—that point has been made by a number of Members today—and improve transport resilience across the piece in the region.

I will not attempt to hide the fact that, like this Government, we faced challenges in delivering a second arterial road to this part of the country when we were in government. As Secretary of State for Transport, my right hon. Friend the Member for Edinburgh South West (Mr Darling) committed to improving the A303 in 2003. Our process was subject to lengthy public inquiries and the cost of the proposed schemes rose significantly during that period. When we left office, however, the Highways Agency had a costed and timetabled plan to improve the A303. That included—it has been contentious for some in the Chamber—dualling the A358 from Ilminster to Taunton, which avoided some of the problems with the area of outstanding natural beauty at Blackdown hills. What is the status of that plan now?

The hon. Member for Tiverton and Honiton (Neil Parish) spoke about money, and we need to press the Minister on that. When the Government entered office, nearly £4 billion of planned investment for our roads network was cut. Those are not my figures, but those of the National Audit Office. The Highways Agency budget for capital investment in roads has been cut from £1.6 billion in 2010-11 to just £877 million in 2013-14. That has had a big impact on specific road slippages.

A lot has been said about delivering major progress. Things were said about that in the autumn statement, but the truth is that most of the road schemes that are being talked about were started under the previous Government. I do not say that just to make a political point, although I am making something of a political point. My right hon. Friend the Member for Exeter (Mr Bradshaw) wanted to be here today, but was unable to come. He has said that the Government’s failure to invest in infrastructure has made the reality of improving the A303 further away than it could be.

On this side of the House, we are pleased that Ministers are finally talking about the need to invest in our country’s long-term transport infrastructure, but the important thing is to start delivering it. In the spending review of June 2013, the Government committed to producing a feasibility study on solutions for an alternative road route to the south-west, and I have a number of questions for the Minister on that. Will he clarify the study’s intended publication date? There has been some talk about that being spring 2015. I am sure that all of us are looking to spring 2015 for all sorts of things, but I suspect that the constituents of Members who have spoken today, seized though they will be by events in spring 2015, want to know what the significance of that study will be for the road scheme.

[John Glen]

The real lesson of the past is that publishing reports near general elections ensures that nothing happens for another five years. It is absolutely imperative that we have a clear proposal from the feasibility study much sooner than spring 2015. Does the shadow Minister not agree?

[Richard Burden]

The hon. Gentleman is ahead of me in many ways. It is important that the Minister is clear about the issue. If we are talking about publication in spring 2015, is the bottom line that it might not even be published before the next general election? If it is published before the general election, when does he, whichever Government are elected, see the study being put into operation in practical terms?

[Neil Parish]

I want to ask the shadow Minister a direct question. The A303 was about to be dualled in 1997. If the British people do not make the right decision and elect a Labour Government in 2015, can he assure us that, if it is in place to go, that road will be built and not shelved as the previous Labour Government did in 1997?

[Richard Burden]

I will make a number of points to the hon. Gentleman, and the first is that I would love to have a Tardis, for this issue and for many other things. I would love the result of the last general election to have been different. I am sure that the Conservatives would have liked to have won the last general election, but they did not quite manage that. There are lessons to be learned by all parties on this issue. As my hon. Friend the Member for Plymouth, Moor View said, we have committed to a review, but the fact is that the finances of this country are opaque and what is going on is not clear. We will and are going to have to go through everything before the general election to work out what can be done.

The points raised by the hon. Member for Salisbury were well made. This issue has been subject to delay. Whoever is elected next year, we need to know the timetable for discussion and for those decisions to be made and put into effect, one way or another.

I fully admit that the decades of delay have been under different and successive Governments, but perhaps the Minister can explain why it was only in January of this year that he wrote to the relevant Members—I quote his response to a question from the hon. Member for North Devon (Sir Nick Harvey)—to

“set out a brief synopsis of our proposals for the study.”—[Official Report, 24 January 2014; Vol. 574, c. 356W.]

Is that the only practical progress that has been made by the Government since the summer of last year? If not, will the Minister set out what else has been done? If the study is to take nearly two years, when does he expect a costed and timetabled plan to be in place? That is what is needed for delivery. The hon. Member for Salisbury has rightly said that a new feasibility study needs to take into account things that have happened so far. A number of Members have talked about the previous south-west and south Wales multi-modal study, which was published in 2002 and took an integrated approach to tackling transport problems in the region. Does that have any status in the Government’s thinking, and if so what?

My hon. Friend the Member for Plymouth, Moor View has talked about the work done by the former South West Regional Committee. Regional Committees did some excellent work in their short life, including on this issue. Will that work form part of what the Government do and say on the feasibility study? Given that the congestion problems on the road have remained broadly similar, is there not a case for updating what has already been done, rather than simply commissioning a new study? There seems to be some confusion on that point. If I have misunderstood what is happening, perhaps the Minister will tell me. What action are Ministers taking to ensure that the feasibility study will not just result in an A303 proposal again being subject to further public inquires and further legal challenge?

Recent events have underlined just how important it is to improve transport connections to the south- west. At a debate last week on weather events in the south-west, Members from across the House spoke about the devastating impact the floods have had on their communities. Our thoughts are with all those communities that have been affected. Labour party candidates from that area have been on to us, saying that investment needs to be prioritised. Those points are made to us by our people in the south-west, as well as by those in this House. It is not only about restoring rail services, important though that is, but ensuring that the transport network as a whole to the south-west can cope with future pressures and be resilient. I therefore want to press the Minister for more clarity on the Government’s plans for future investment.

The transport network in the south-west is increasingly under threat. There has been significant concern among local authorities trying to improve resilience on the peninsula. Can the Minister confirm whether the funding that he is talking about on the rail network, apart from anything else, is the same money that was pledged in 2013, or is it new money? If it is not, where will it come from and what cuts will be made elsewhere?

Equally, I welcome Network Rail’s proposals for an alternative to the Dawlish line, which is expected to be published in July. After two attempts by my hon. Friend the Member for Nottingham South (Lilian Greenwood) to raise this question last week, I ask the Minister again to clarify how a Dawlish avoiding route will be funded. Will new money now be available from central Government? It is important that we have clarity from the Government on both the rail and the road situation. It is important for the Government to consider the needs of the transport system, as well as land management and flood defence, holistically. That is partly what today’s debate is about.

First, the report on options for the Dawlish avoiding line should clearly be developed in conjunction with the A303 feasibility study to ensure that they come together to ensure needs are met. If that is going to be the case, can the Minister confirm whether they will be parallel processes that do not link up? Secondly, will the Minister think again about the new national networks policy statement proposed for the future of our road and rail? This planning document, which is open to consultation at the moment, does nothing to ensure that our existing transport networks are flood-resilient. I understand that, privately, his Department is aware of this and aware that the policy statement requires major work to ensure that it reflects future planning policy properly and that it is climate-resilient. If that is the case, it needs to be revised. So I think we need to hear a little more from the Minister about that one.

If the NPS is meant to be the Government’s vision for future transport, and the omission of flood resilience remains, that is highly concerning. In the light of all this, will the Minister clarify what consideration is being given to climate change and future weather shocks in the A303 feasibility study?

The Opposition take investment in our long-term infrastructure seriously. It is not about rushing to announce long lists of schemes or studies without considering future risks and shocks. It is about properly considering the options and future pressures, and establishing clear and costed plans for delivery. It is about looking at our transport network in an integrated way so that we can meet the needs of the future. I hope the Minister will be able to clarify some of the issues raised, because the A303—Members have alluded to many problems along the line of the route—is not and cannot be a stand-alone issue. It is indicative of a need to deliver an effective strategic transport network for the south-west in future. I hope that when we leave the Chamber today, the Minister will have provided us with greater clarity, rather than greater confusion.

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[Mr Goodwill]

I made it clear in front of the Select Committee last week that we are certainly not going down that route. The decision on the A14 Huntingdon bypass makes that very clear indeed. In fact, I was reported as saying we have drawn a line in the sand on that one.

As part of the progress we are making, Department officials met local stakeholders in Taunton on 24 January to discuss the scope of the study, and officials are working to incorporate the views of stakeholders when finalising the scope.

I said that it may be useful to set out the historical background in terms of the previous proposals for major strategic improvements to the road. Proposals to complete the dualling of the A303 were made in the 2002 London to south-west and south Wales multi-modal study, and, together with improvements to the A358 between Ilminster and Taunton, they could have created a second strategic route to the south-west. However, by 2007, with the cancellation of the Amesbury to Berwick Down scheme owing to increased costs and the south-west region’s conclusion that some schemes could not be funded from the regional funding allocation, the Highways Agency was no longer able to progress the proposals.

My hon. Friend may also be aware that Somerset county council held a summit with other relevant stakeholders in 2012, the outcome of which was a commitment for further work on the relative prioritisation of potential interventions and consideration of possible funding avenues. A grouping of local authorities and local enterprise partnerships produced an initial analysis and business case for future improvements to the A303 corridor, to reiterate the importance of investment in the corridor. This work provides a useful starting point for more detailed work into the consideration of possible solutions to the problems along the A303.

On this Government’s commitment to infrastructure investment, we have already announced increased levels of Government funding to deliver improvements all around the strategic road network, targeted at supporting economic growth. Our commitment to deliver a step change in future investment in transport infrastructure was made clear by the Chancellor in his statement of 26 June last year, which announced the conclusions of the Government’s 2013 spending review.

The Treasury’s Command Paper, “Investing in Britain’s Future”, set out that the Government will invest more than £28 billion in enhancements and maintenance of both national and local roads, as my hon. Friend the Member for Tiverton and Honiton (Neil Parish) mentioned. This includes £10.7 billion for major national road projects and £4.9 billion for local major projects. More than £12 billion has been allocated for maintenance, with nearly £6 billion for repairs to local roads and £6 billion for maintenance of strategic roads, including resurfacing 80% of that network.

As my hon. Friend the Member for Salisbury is aware, for future investment planning, the Highways Agency is conducting its route-based strategy process, which involves local stakeholders in the consideration of future priorities. It might be helpful to say a little more about the agency’s approach, because that is the mechanism by which we will consider the investment needs of the entire strategic road network.

In our May 2012 response to the recommendations of Alan Cook’s report, “A fresh start to the strategic road network”, we agreed to develop a programme of route-based strategies to inform the identification of future transport investment for the entire strategic network. Route-based strategies will provide a smarter approach to investment planning throughout the network and see greater collaboration with local stakeholders to determine the nature, need and timing of future investment that might be required on the network. We will produce a uniform set of strategies for the entire network, including the A303, as part of the south west peninsula route-based strategy.

The Highways Agency completed a series of local engagement events last autumn to help identify performance issues and future challenges. I welcome the enthusiasm with which stakeholders in the south-west, including those in my hon. Friend’s constituency, have participated so far. The agency and the Department will use the evidence to prioritise and take forward a programme of work to identify indicative solutions that will cover operations, maintenance and, if appropriate, potential road improvement schemes. Route-based strategies therefore provide an opportunity for stakeholders to provide evidence about problems on the A303, so that the need for improvements can be considered and a plan for future investment developed.

My hon. Friend highlighted the issue of congestion on the A303 and the problems experienced as the road passes the Stonehenge world heritage site. The Government very much recognise such issues and the importance of transport infrastructure to support the economy. We are committed to identifying and funding early solutions to the longstanding problems on the A303-A30-A358 corridor, initially by undertaking a feasibility study.

[Richard Burden]

The Minister was rushing through different things—the route-based strategy and the feasibility study—and I may have missed something, but will he clarify when he expects the route-based strategy to be completed and how it will feed into the feasibility study? Given the estimates that I have heard, the report of the feasibility is due in the spring of 2015. Is that what is intended?

[Mr Goodwill]

No, we hope to make better progress than that and to be in a position to make an announcement based on that study in the autumn statement this year. The good news is that that study is one of six on the strategic road network. The A303 is already in the final of that competition.

Hertfordshire County Council (Filming on Highways) Bill [Lords]

Richard Burden Excerpts

Tuesday 26th November 2013 Commons Chamber

[Richard Burden (Birmingham, Northfield) (Lab)]

This Bill will enable Hertfordshire police to sustain and attract the film industry, which is a significant contributor to the local economy and to local jobs—a point made forcefully by the hon. Member for Hertsmere (Mr Clappison). My understanding is that it will clarify the current uncertainty in the legal position for the county council and the police, who have been using the Town Police Clauses Act 1847 to enable road closures for filming. The use of that Act ended a few years ago because of some nervousness over the appropriateness of doing so and the council has therefore proposed this Bill, which I understand—the hon. Member for Hertsmere will no doubt clarify this as the Bill goes forward—the police support.

The powers are already available to local authorities in London and Kent. The Bill goes further, enabling the council to close roads with only 24 hours’ notice. I understand that this aims to deal with unpredictability in filming, such as the weather. Concerns—we have heard some today—have centred on the impact on local people and others that could result from sudden road closures and the risk of prosecution for other people breaching a closure notice. My understanding is that after a request from the Lord Chairman of Committees, the county council has updated its code of practice for location filming to address these concerns, including a section requiring the county council to consult local residents and businesses.

On that basis we can see merit in the Bill and in its going forward.

[Sir Greg Knight]

rose—

[Madam Deputy Speaker]

Order. I am sorry, I am unclear. Mr Burden, have you finished or are you giving way?

[Richard Burden]

I will take an intervention although I was just finishing.

[Sir Greg Knight]

I thank the shadow Minister for giving way. Does he agree that if arguments favour the Bill after it has been fully scrutinised, there will also be a case for national legislation—as mentioned by my hon. Friend the Member for Christchurch (Mr Chope)—rather than doing this county by county?

--- Later in debate ---

[Richard Burden]

Something tells me that all those issues and others will be considered as the Bill goes forward, which is entirely appropriate. At this stage, we are dealing with a Second Reading and we can see merit in the Bill and its objectives. On that basis, we are happy for it to go forward.

Oral Answers to Questions

Richard Burden Excerpts

Thursday 7th November 2013 Commons Chamber

[Mr Goodwill]

Many countries in Europe have a lower drink-driving limit, but they also have lower penalties. I believe it would be a mistake to reduce our gold-standard penalty of disqualification for drink-driving, which could lead some people to perceive drink-driving as being on the same level as speeding or parking offences.

[Richard Burden (Birmingham, Northfield) (Lab)]

May I welcome the Minister to his new post? He mentioned the road casualty statistics published today. Is it not also the case that there was a 4% increase in the number of motorcyclists killed or seriously injured and a 12% increase in the number of cyclists killed or injured on our roads? The day after we heard of a further tragedy, is it not time, as we approach road safety week, for the Minister to tune into road safety himself, put the vulnerable first and introduce clear targets to cut the number of deaths and serious injuries on our roads?

[Mr Goodwill]

I in turn welcome the hon. Gentleman to his post and look forward to sparring with him across the Dispatch Box. There are certainly concerns about motorcycle deaths—motorcycles are particularly dangerous. We have targeted motorcyclists, in particular, in our Think! campaign. Of course, in some cases motorcycle deaths are very much related to the weather. In north Yorkshire, certainly, when we have a nice summer there are, sadly, an awful lot more motorcycle casualties. It is of concern that we are seeing more cycling casualties, and I have noted some of the accidents in London involving heavy lorries and cyclists. Some of that is due to the fact that there has been a big increase in the number of people cycling, but it is of concern and we are targeting our information campaigns on motorcyclists and cyclists.

Electric Vehicles (Vulnerable Road Users)

Richard Burden Excerpts

Wednesday 30th October 2013 Westminster Hall

[Richard Burden (Birmingham, Northfield) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Hood, in this excellent and powerful debate. All credit is due to my hon. Friend the Member for North Tyneside (Mrs Glindon) for securing it and for raising the issues in such a powerful way. Credit is also due to Guide Dogs and the other organisations that have put the issue of quiet vehicles and vulnerable road users on the agenda for so many of us. It would be an important debate whenever it took place, but it is particularly timely that it is happening now, because further EU negotiations on the regulation on the sound level of motor vehicles will happen next week before an agreement on audio-alerting systems is reached at the next EU Transport Council on 5 December.

The debate is therefore not before time and is critical in the context of our future transport policy. It is important to put it on the record, as many hon. Members have, that this debate is not anti-electric or hybrid cars. Indeed, I am a fan of both. Two weeks ago, the Minister and I both stressed the importance of such vehicles in future transport policy. Making low-carbon transport options accessible and affordable is a priority for us all. I saw the importance of that when I helped to launch the new E-Car Club location in Poplar just last week. As well as improving access, the Government must focus on establishing proper safety standards.

This does not happen often in a Westminster Hall debate attended by many hon. Members from all parties, but we have today had absolute unanimity. We heard interventions from my right hon. Friends the Members for Oxford East (Mr Smith) and for Coatbridge, Chryston and Bellshill (Mr Clarke), my hon. Friend the Member for Manchester, Withington (Mr Leech) and the hon. Members for Strangford (Jim Shannon), for Mid Dorset and North Poole (Annette Brooke), for South Swindon (Mr Buckland), for Pudsey (Stuart Andrew) and for Shrewsbury and Atcham (Daniel Kawczynski). We have heard powerful speeches from my hon. Friends the Members for Inverclyde (Mr McKenzie), for Clwyd South (Susan Elan Jones) and for Worsley and Eccles South (Barbara Keeley) and the hon. Members for Sherwood (Mr Spencer), for Chatham and Aylesford (Tracey Crouch) and for Angus (Mr Weir). One way or another, they all said the same thing: we need action and agreement on audio systems for electric and hybrid cars and other quiet vehicles before they become mainstream and not afterwards, when there has been an increase in collisions. My worry, however, is that that is what the Government’s policy is risking. I echo the points of my hon. Friend the Member for North Tyneside about the importance of proper legislation for road safety and will ask several questions of the Minister today.

It has been established that electric and hybrid vehicles can pose both a real and a perceived threat to the safety of vulnerable road users. The importance of vehicle noise in helping road users gauge proximity, direction and speed of nearby traffic has been mentioned many times today. It is right that most attention has been focused on blind and partially sighted people, but the range of affected people is wide and includes children, people with autism and older people. We are not even necessarily only talking about pedestrians; my right hon. Friend the Member for Oxford East rightly mentioned cyclists. If noise is eliminated from road vehicles, the risk to vulnerable road users increases.

[Tracey Crouch]

Another group has been pointed out to me on Twitter during the debate this afternoon. Someone tweeted me to say that they drive a Toyota Prius and are amazed that they have not yet knocked over and killed somebody who has stumbled out into the street when drunk. Walking around our town centres on a Friday or Saturday evening, one can understand where they are coming from.

[Richard Burden]

The hon. Lady makes a good point. It is important that this debate does not encourage people to wander around the roads while drunk, but we need to consider such people.

In certain manoeuvres, quiet vehicles can be twice as likely to be involved in collisions with pedestrians than vehicles with conventional internal combustion engines. Evidence from the US shows that quiet vehicles travelling at low speeds—we are principally discussing accidents at low speeds—cannot be heard until they are just one second away from impact with a pedestrian. Recent research from the TAS Partnership revealed that such vehicles were involved in 25% more collisions causing injury to pedestrians in 2010 to 2012 compared with the overall vehicle population.

Many hon. Members also mentioned that it is not simply a question of accident statistics; we are also discussing perceived danger and its impact on confidence. Recent EU research showed that 93% of blind and partially sighted people are already experiencing difficulties with electric vehicles. Personal testimonies collected from Guide Dogs reveal how vulnerable people can now feel less confident about leaving their homes. One guide dog owner said:

“Crossing roads safely is a huge part of my independent mobility. Quiet vehicles take away this independence.”

That point was made powerfully by the hon. Members for Sherwood and for Angus and by my hon. Friend the Member for Worsley and Eccles South. Another guide dog owner said:

“the idea of stepping off the pavement into the path of something as lethal as a silent car is truly frightening.”

Big improvements in road safety for people with sensory loss have been made over recent years, including making crossings safer through the use of audible warnings, but the failure to ensure that low-carbon vehicles are audible would be a real backwards step. In the light of the evidence presented today from across the Chamber, will the Minister confirm whether he accepts that quiet and electric vehicles pose both a real and a perceived threat to vulnerable road users?

In February 2013, the European Parliament voted on an amendment to the EU regulation on the sound level of motor vehicles, which I am pleased to say that Labour MEPs supported. The amendment would make the fitting of an acoustic vehicle alerting system—AVAS—mandatory in all electric and hybrid vehicles. Legislation mandating AVAS in all quiet vehicles has already been passed in the US and in Japan. A globally applicable UN technical specification will also be agreed in 2014. I am, however, unsure about the Government’s position. Parliamentary question after parliamentary question has been submitted, but the answers seem to be the same: the Government are considering moving their negotiating position from a voluntary to a mandatory approach or that they are considering how to implement the requirements in the UK. In reply to my recent parliamentary question, I was concerned to hear the Minister say that the Government’s position had actually moved backwards and that they were opposed to a mandatory approach. I hope that he will confirm today that that is not the case.

If the change is anything to do with alleged burdens on businesses and on the motor industry, hon. Members, including my right hon. Friend the Member for Oxford East, have made it clear that the technology to fit such devices is available and is relatively cheap. What motor manufacturers need is certainty. They need to know what is going to happen and when. For the Government constantly to say that they are considering this or thinking about that or considering making such devices voluntary is frankly no help to motor manufacturers. What is the intent behind the Government’s decision to wait until more electric and hybrid vehicles are on the road? Are the Government against mandatory AVAS systems in principle—most hon. Members here today, myself included, would not welcome that, but it would at least be a clear position to take issue with—or are they waiting for something to happen before they take a position on the EU regulation and its mandatory nature? If it is the latter, what is the Minister waiting for?

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

I apologise to the hon. Member for North Tyneside (Mrs Glindon) for not being here for the beginning of the debate, as I was detained elsewhere. I rise partly because I believe that I am the only Member who is an electric car driver. Does the hon. Gentleman agree that the Government will have to decide whether existing electric cars should be retrofitted with some form of device, so that all road users, particularly the blind, children and others identified in the debate, can be safe in the way that he is advocating?

[Richard Burden]

I am not sure that the hon. and learned Gentleman is the only electric car driver, but I do not want to get into an argument about that. He makes an important point about retrofitting, which raises various issues. In my judgment, it is important to regulate quiet vehicles across the piece, not simply new ones. I say to the Minister that the longer we delay regulating or giving clarity to motor manufacturers about fitting devices, the greater the problem of retrofitting further down the line. Will the Minister state clearly what the Government are waiting for?

Evidence from other countries has already shown that quiet vehicles pose real dangers to vulnerable road users, and that has led to action in Japan and the United States. Such evidence is patchy, but I hope that the Government are not waiting for more accidents, with more people being killed or injured, to provide conclusive evidence before they will act. Surely, there is now enough evidence to support other European Union member states and some British MEPs who are saying that now is the time to do something. We have opportunities to act in the negotiations next week and the discussions on the regulation on 5 December. The UK Government should not hold back or delay that process or wait for proof, the form of which is not clear; they should be at the forefront of promoting road safety and standing up for vulnerable road users, and they should respond to today’s very clear call from Members on both sides of the Chamber.

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[Mr Goodwill]

In introducing the debate, the hon. Member for North Tyneside said that the number of accidents involving such vehicles had tripled, but that is almost entirely attributable to the increased number of vehicles. The statistics show that although there is a slightly higher number of accidents per 10,000 cars for electric and hybrid vehicles, the increase is certainly not of the magnitude she mentioned.

[Richard Burden]

Is the Minister aware of the research from the TAS Partnership indicating that quiet vehicles were involved in 25% more collisions in which pedestrians were injured between 2010 and 2012 compared with the overall vehicle population? That surely cannot just be down to the increase in electric vehicles.

[Mr Goodwill]

I accept that there is a slightly higher level for such vehicles, but that may be down to other factors, such as the amount they are used. We certainly need more research and data before that point can be recognised as valid.

We are aware of recent research carried out by Guide Dogs, which indicates a slight increase in the rate of pedestrian accidents involving electric and hybrid vehicles over the past three years, as has been said. Most of the recent difference between the figures for conventional vehicles and those with electric drives is due to a welcome, but unexplained, drop in the rate of pedestrian accidents involving conventional vehicles.

The lack of robust data is problematic. Before we decide to require the fitment of acoustic vehicle alerting systems, we should first undertake work to identify the real issues and decide whether they should be addressed through vehicle technology or by influencing the behaviour of road users. One of our main challenges is to decide when regulation is appropriate. We do not want to stifle innovation, but nor do we want to miss the opportunity to deliver real safety benefits. We are committed to a “better regulation” approach, which means that we will avoid the use of legislation in cases where market forces and industry standards can provide an outcome that is as good, or better, and we need to be clear about the costs and benefits before we consider a legislative approach.

--- Later in debate ---

[Mr Goodwill]

Certainly any pedestrian who relies solely on hearing a vehicle coming would have problems given the number of cycles on our roads.

Let me briefly touch on one or two points that have been made in the debate. The hon. Member for Inverclyde (Mr McKenzie) said that there was a genuine debate to be had over the type, volume and direction of the sound. That underlines the fact that we still do not have an absolutely clear way forward. What is the best sound and at what speed should that sound come into action? Indeed, should we have sounds coming out of the back of the vehicle when it is reversing, as many lorries already have, or out of the front?

A number of Members talked about their experience of wearing blacked-out spectacles. I also had that experience but without the guide dog. I found that there were many hazards with which people with impaired vision had to contend, including cars parking on paths and all the pavement clutter, such as tables and chairs at cafes, which most of us take for granted.

The hon. Member for Angus (Mr Weir) talked about rural areas. It is certainly the case that in towns, there are often pedestrian light controlled crossings or traffic lights with crossings at them, which make it much easier for blind and partially sighted people. He also referred to the concept of shared space, which a number of towns in the Netherlands have developed. A few tentative approaches have been made in this country as well. He said that, for a person with limited vision, it was a terrifying experience going on to a shared space area. However, in general, the evidence is that towns with such areas are safer than the ones with conventional traffic and pedestrian segregation. He also made the point that we introduced seatbelts to make the car safer, but there was very clear and real evidence that safety belts did improve safety.

I will briefly outline our commitment to ultra-low emission vehicles and why they offer a once-in-a-generation opportunity to support our growth ambitions and environmental commitments. Last month, we published an ultra-low emission vehicle strategy, “Driving the future today”, which set out our ambition to establish the UK as a leading market for such vehicles, with UK industry at the forefront of their design, development and manufacture. That included a commitment to launch a call for evidence later this year to help shape our package of support and to inform us on how best to utilise an additional £500 million of funding, which we are making available between 2015 and 2020 to support the growing market for low-emission vehicles.

We will launch the call for evidence shortly and welcome any views of vulnerable road users’ representative groups, and we will ensure that they are on the distribution list. The strategy and funding announcement together with the Budget 2013 commitments to maintaining a favourable tax regime for ultra-low emission vehicles to 2020 was specifically designed to give certainty to the market. We have already seen our policies bear fruit—for example, by attracting production of the Nissan Euro Leaf and battery in Sunderland, the Toyota Auris at Burnaston in Derbyshire, and BMW’s i8 powertrain at Hams Hall in Warwickshire.

We also recognise the importance and excellence of the UK’s automotive research and development sector, with £1.5 billion of annual investment by the industry. In support of that, the Government have provided more than £80 million of targeted funding for low-carbon vehicle technologies through the Office for Low Emission Vehicles. By channelling that money through the Technology Strategy Board, and working closely with industry, we have helped generate more than £350 million of total investment in nearly 200 collaborative projects that will significantly reduce greenhouse gas emissions from road vehicles. Following publication of our new strategy, I am proud to say that the UK now has one of the most long-term and comprehensive packages of support for ultra-low emission vehicles in the world.

[Richard Burden]

The Minister is giving the Chamber some impressive statistics about investment. Will he say how much is being invested in the safety of quiet vehicles? If he is not able to tell us today, will he write to us about that?

[Mr Goodwill]

All manufacturers have to produce vehicles, including ultra-low emission ones, to safe standards. I shall ask my officials to find out what specific research and development funding has gone into that.

We recognise that there is a balance to be struck between the growth opportunity and the concerns of the vulnerable road users. We welcome any evidence that will help us refine our policy so that the switch to ultra-low emission vehicles will provide the greatest benefit to the greatest number of people while maintaining the paramount importance of safety considerations for all road and pavement users, including those with limited sight. I will certainly pass on the comments that were made today to my noble Friend, Baroness Kramer.

Greener Road Transport Fuels

Richard Burden Excerpts

Tuesday 15th October 2013 Westminster Hall

[Richard Burden (Birmingham, Northfield) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Weir. When do you want to call the Minister?

[Mr Mike Weir (in the Chair)]

We finish at 4.22, so you can split the time among yourselves.

[Richard Burden]

I will not go on for the sake of it. This is the second debate of the day for the new Minister and me in Westminster Hall, so we are starting as we mean to go on. I congratulate the hon. Member for Southport (John Pugh) on securing the debate. We have heard important contributions from my hon. Friend the Member for East Lothian (Fiona O’Donnell) and the hon. Member for Redcar (Ian Swales) and we have had important interventions from the hon. Member for Warrington South (David Mowat) and my hon. Friend the Member for Blackley and Broughton (Graham Stringer).

When he introduced the debate, the hon. Member for Southport quoted from “The Hitchhiker’s Guide to the Galaxy” on getting from A to B. Given the importance of what we are talking about and the seriousness of the consequences if we do not effectively tackle climate change, I was put in mind of a different quote from that book:

“For instance, on the planet Earth, man had always assumed that he was more intelligent than dolphins because he had achieved so much—the wheel, New York, wars and so on—whilst all the dolphins had ever done was muck about in the water having a good time. But conversely, the dolphins had always believed that they were far more intelligent than man—for precisely the same reasons.”

On the challenge of climate change, that makes a very good point.

Cutting emissions and tackling greenhouse gases is not simply a question of tackling the transport end of the equation, but transport is obviously central to the issue. We are talking about transport still accounting for more than a fifth of the UK’s CO₂ emissions, with 97% of that coming from cars alone. That is why the European Council of Ministers debate on achieving the EU target of 40% was important. I understand that the time scale has now slipped. Originally, the proposal was for 2020, and, as a result of the latest decision, it is now 2024. I understand the UK voted for that longer time scale. Can the Minister confirm whether that is the case when he sums up the debate?

In the UK, we have ambitious targets to reach 1.7 million electric vehicles by 2020 and to ensure that all vehicles are ultra-low emission by 2050. Today we are not debating whether the transport sector needs to change, but what reforms are needed. I have had the privilege of chairing the all-party motor group for several years. It is a position I will have to give up now that I am in my current role. However, I know that great work has been pioneered in this country by the Automotive Council, in conjunction with organisations such as the Office for Low Emission Vehicles.

The hon. Member for Redcar might be right that we need five Ministers in a debate such as this, although the thought scares me a little, but one of the great things about OLEV is that it has started to bring together cross-departmental working. We could learn from that in other sectors. The Automotive Council and OLEV have both been important in ensuring that the UK is doing all that it can to promote innovation, development and the take-up of low-carbon transport. I am particularly proud of the Automotive Council, which was an initiative of the Labour Government. I am pleased that the success achieved by the council has meant that it has been continued by the current Government.

[David Mowat]

On the point about electric cars, does the hon. Gentleman accept the point that was made earlier? Given that 70% of our electricity is produced from fossil fuels—most of that from coal—electric cars are actually less carbon-friendly than petroleum cars at the moment, and will be for some considerable time.

[Richard Burden]

The point that we cannot simply measure emissions and the impact on the environment by looking at what comes out of the tailpipe is absolutely right. We do need to look at the whole-life question, and that includes questions of energy generation and where it comes from and so on. I would not go as far as the hon. Gentleman and conclude that electric cars are less environmentally friendly than petrol cars. It depends what we are talking about and what the circumstances are.

[David Mowat]

That is true, but in terms of carbon production, it is arithmetically inevitable that if we produce electricity from coal and then use that electricity to make a car go, with the losses that take place in each of those stages, we will use more carbon. I am not saying there are not other benefits, but the carbon is worse.

[Richard Burden]

There are all sorts of issues. The hon. Gentleman makes an assumption that the electricity is generated from coal. It is clearly the case that coal is an important part of the energy mix, but it is not the only one. The debate is about how we achieve the right kind of balance to ensure that, as far as our road transport is concerned, it contributes as best it can to combating carbon emissions; and not only carbon emissions, but some of the other emissions that the hon. Member for Southport talked about.

[David Mowat]

Will the hon. Gentleman give way?

[Richard Burden]

I will let the hon. Gentleman intervene one more time. I do not want this to become a dialogue.

[David Mowat]

I will make one final point. Of course it depends on where the electricity comes from, and sometime soon we might have more carbon-free nuclear at a scale that will enable electric cars to be carbon-friendly. However, at the moment, 75% of our electricity—this is broadly true of the rest of Europe as well—comes from fossil fuels. Until that changes, electric cars are a net worsener of the use of carbon. I will leave it at that.

[Richard Burden]

This is perhaps to be continued another time. I will simply repeat that, in fairness, the equation is not as simple as that. However, it is the case that we need to green our road transport in this country. As we do that and talk about the options, it is important that we all live in the real world, ensuring that the policies we adopt, whatever they might be, do not worsen the cost of living crisis that is hitting so many people at the moment. My constituents know that the Government might be patting themselves on the back in relation to fuel duty. The fact that VAT went up to 20% in 2011 has also been part of the mix as far as their cost of living is concerned, because that created a long-lasting impact on them as well. However, I do not want to dwell on that.

I want to ask the Minister to cover a few points in relation to alternative fuels and the action that is needed to promote lower emissions in different parts; issues to do with the recharging network; and other ways that the Government could promote behaviour change to cut transport emissions and protect the planet.

First, I want to address biofuels. The hon. Member for Southport raised important concerns. Indeed, my hon. Friend the Member for East Lothian talked about the important work of the International Development Committee on this subject. I know it is important work. Not only was I chairing the all-party motor group until recently, but I was also a member of the International Development Committee as well. Important evidence was given to the Committee on the impact of agriculturally produced biofuels and the impact that they have on food prices and food security. That is why I am pleased that, as far as the European Union is concerned, there has been a recent vote to cut the number of food crops used to produce biofuels. However—perhaps the Minister can confirm whether I am right—we are now not talking about a 5% limit, but a 6% limit. The target was watered down. Sadly, the Conservative members of the European Parliament contributed to that watering down.

Will the Minister confirm whether I am right about the 5% or 6% target and the change there? What is the Government’s view? Would they have preferred a 5% target? Without wanting him to jump across too many departmental areas, what does the Minister think of the recommendation mentioned by my hon. Friend who sits on the International Development Committee, that the UK revise its domestic renewable transport fuel obligation to exclude agriculturally produced biofuels completely?

If the Government still want to be the greenest one ever, as I understand they are still saying, it is important that they set out their position on biofuels as regards not only how they affect food crops, which we have already discussed, but how in practice we can distinguish between different kinds of biofuels in relation to both their sourcing and how they are produced. I would not go as far as the hon. Member for Redcar on some of the points he made, but different biofuels have different impacts, and it is important for Government policy that such distinctions are made.

The hon. Member for Southport rightly stated that we need to look at the issues of liquefied petroleum gas and compressed natural gas. I will not repeat what he said, other than to make two points. First, I recognise that LPG and CNG still need to be part of the mix, and will stay part of the mix for some considerable time, so the questions he asked deserve answers from the Minister. Secondly, to repeat what my hon. Friend the Member for Blackley and Broughton said, although decisions have to be made on fiscal incentives or disincentives for particular fuels, we must be careful to respond to the important point made by the Automotive Council and everybody else, which is not to try to pick winners, but to try to be technology-neutral in principle and to see what works. I hope that the Minister will answer the important questions asked by the hon. Member for Southport.

The promotion of low-carbon transport goes much further than such questions; it is also about the development of low-carbon technologies to provide a context for the use of different fuels, and how the progress already being made on petrol and diesel engines—they will remain part of our car and commercial vehicle fleet for a long time yet—can be sustained. That is why I welcome the work of the Office for Low Emission Vehicles, and its document, “Driving the Future Today: A strategy for ultra low emission vehicles in the UK”. I want the Minister to set out the Government’s thinking on some of the issues raised by that report.

On the demand side—assuming that electric vehicles will be an important part of the mix for the future—a recent Institute for Public Policy Research report showed that demand for those vehicles in the UK has recently fallen behind most other European countries and the United States, despite the innovation and leadership shown by the UK automotive industry. When Labour was in power, we took the important step of providing grant incentives for purchasers of low-emission vehicles, and I am pleased that this Government remain committed to that. However, the first bullet point in OLEV’s vision in its document is the need to develop a

“buoyant domestic fleet and private markets for ULEVs”—

ultra-low emission vehicles—which means demonstrating their economic benefits by tackling high up-front costs and dispelling misconceptions about their performance.

Are the Government committed to the continuation of plug-in car grants, and does the Minister accept that the Government could do more by leading by example? They could use their procurement processes more imaginatively to ensure that the switch to ULEVs spreads across the public sector, and they could consider how to maintain and provide aftercare for those vehicles to help promote local jobs and local industries, as well as the development of local skills. In a way, the Government car fleet could both buy British and support the ULEV agenda.

On infrastructure, the Government have now departed from what they originally said about having a national recharging network for electric vehicles, and instead favour what they describe as home and workplace recharging. However, OLEV has stated that that means supporting a network of charge points in homes, residential streets, railway stations and public sector car parks, which sounds a bit like a recharging network to me. OLEV has said that £37 million is available to help to roll out the infrastructure until 2015, which I welcome, but what does the Minister expect the £37 million to achieve, and how far short will it fall of what OLEV thinks is needed?

OLEV has emphasised the importance of the energy companies in delivering a step change towards having ULEVs, from providing a smarter electricity grid supported by new tariff structures through to using plug-in vehicles themselves as distributed energy stores that might even feed electricity back to the grid at peak times. Do the Government have any plans to achieve such innovative ideas in practice? Does not such a point suggest the need for a much more proactive regulatory framework for the energy companies?

I certainly welcome the UK H₂ Mobility project to stimulate the take-up of hydrogen-powered vehicles, which are a bit closer to reality than the hon. Member for Southport said. We still need to know the level of infrastructure that the Government think will be required for the scale shift of cars to hydrogen fuel cells, the time scales that are envisaged and the mechanism that will be put in place to achieve what the Government want.

In relation to automotive capability, the OLEV strategy rightly underlines the importance of the Automotive Council’s work, which I have already mentioned. Such developments as the recent announcement of an advanced propulsion centre are certainly welcome, as is the competition launched with a £10 million prize for the development of long-life battery production.

There are still questions, however, about whether UK companies, particularly small and medium-sized enterprises, will benefit from the shift to ULEVs through the promotion of jobs and employment in the UK. Research for the Society of Motor Manufacturers and Traders by KPMG recently underlined the barriers faced by companies that have the flair, but too seldom the opportunity, to development their ideas and bring them to market. All too often, there are still difficulties in accessing affordable finance. The report estimated that UK companies are not securing about £3 billion-worth of opportunities for the automotive supply chain in the UK.

The Minister knows that the industry, in the form of the Automotive Council, is demanding more assertive Government action, so what will he do to press his Treasury colleagues to respond more effectively? As the skills agenda is also important to achieving our objectives, what discussions does he intend to have with the Secretary of State for Education to bring an end to the rather toffee-nosed valuing of traditional academic achievement over vocational achievement in this country?

The shift towards ULEVs is not only an environmental necessity for the future of our planet. In “Driving the Future Today”, OLEV has stated that the transition to such vehicles

“represents a once in a lifetime industrial opportunity for the UK automotive sector if it successfully positions itself in the vanguard of this new technology—delivering jobs and growth for decades to come.”

That is why the industry and consumers look to the Government to match their words with actions on such issues.

Finally, in considering greener fuels, it is important to remember that while H₂ powers hydrogen vehicles, O₂ powers human vehicles. I therefore hope that the Minister will set out some of the practical actions that he and the Government intend to achieve to ensure that another part of the ultra-low carbon mix of transport in this country involves measures to encourage cycling and walking as part of that agenda.

Driver and Vehicle Agency (Northern Ireland)

Richard Burden Excerpts

Tuesday 15th October 2013 Westminster Hall

[Richard Burden (Birmingham, Northfield) (Lab)]

It is a pleasure to serve under your chairmanship, Mrs Riordan. I add my congratulations to the hon. Member for East Londonderry (Mr Campbell) on securing this debate.

I welcome the Minister. We are both new to our respective roles and we both have a long-standing interest in road transport—in fact, we were both involved in a Ford eco-driving training session some years ago, which I will swiftly pass over because he did rather better than me. I also welcome my hon. Friend the Member for Ealing North (Stephen Pound), who takes a close interest in these issues as shadow Northern Ireland Minister.

The hon. Member for East Londonderry said that people always start Westminster Hall debates by saying that the issue is topical and important, and this one is that. The issue has rightly attracted huge concern from across the political spectrum in Northern Ireland. I will raise three major issues on how the process is being undertaken and its potential impact on Northern Ireland.

My first point is about how the reform is being done. I am sure we would all support in principle the modernisation of vehicle registration licensing. As has already been said, there has been significant neglect and under-investment in vehicle licensing services by the DVLA in Northern Ireland, and all drivers deserve the same high level of service. It may make sense to try to centralise databases between GB and Northern Ireland, to streamline the system and so on, but just because systems and databases can be streamlined does not necessarily mean that how the service is delivered to the public has to be centralised, too. That point has been made by a number of hon. Members today.

The experience of DVLA centralisation in other parts of the UK is not encouraging. The Minister said that the initial rise in complaints has not been maintained, but that does not answer the full point. My hon. Friend the Member for Ealing North said that, since the start of the closure programme, the DVLA has spent in excess of £1.63 million on overtime payments, and my hon. Friend the Member for South Down (Ms Ritchie) corrected him by saying that the figure is worse than that—£1.65 million.

If that amount has been spent so far on overtime payments for the centralisation process, something is going wrong. That is no criticism of the staff at Swansea, who do a professional job, as their colleagues do in other parts of the UK, but there is a real question about whether Swansea is equipped to cope with the increased demand of the centralisation programme. We would all question whether centralisation from Northern Ireland should be added to the demand already being created in Swansea without significant investment.

I have some practical examples. In Scotland, all applications to transfer a personal registration plate from one car to another moved to Swansea, which led to processed applications falling well behind the seven-day target. The Scottish Motor Trade Association, as my hon. Friend the Member for Foyle (Mark Durkan) said, reported delays of up to six weeks and described the situation as “a shambles.” That has caused frustration, and it is poor service.

It is not good enough for the Minister simply to say, “Well, we are getting on top of this,” because we need to learn from what has happened. We need to know how the Government have got on top of the situation and whether the centralisation in Northern Ireland will make matters worse; it seems to me that it is likely to. We should not repeat the situation.

My second point is on the centralisation’s social and economic impact. Hon. Members from across the political spectrum have rightly talked about that. Some 324 jobs are going in Northern Ireland, with 250 of those jobs in Coleraine. I know from personal experience in my own constituency that the closure of a major employment site not only causes direct job losses, serious enough though that is, but has an enormous impact on the local economy, too. Many hon. Members have made that point today. The actual job losses due to the overall effect of the centralisation programme in Northern Ireland is estimated to be closer to 500.

My hon. Friends the Members for South Down and for Foyle, and other hon. Members, have talked about the centralisation not only being an issue for Coleraine, although that is the biggest single concentration; there are impacts in Downpatrick, Derry and elsewhere. Bluntly, we are talking about the equivalent of many thousands of jobs going in GB if the same scale of job losses were to happen over here.

The Government have been rather coy about the likely impact of those job losses on the economy, but not everyone else has been. Oxford Economics has undertaken research estimating that £22 million of gross value added a year will be removed from the Northern Ireland economy, which will add to the rising unemployment bill. There will be an estimated increase of some £2.5 million in the annual jobseeker’s allowance bill because of the job losses alone, and there will be a further £3.6 million lost in tax revenue. If all that is added up, along with various other things, we are talking about substantial losses and a substantial hit to the Northern Ireland economy, as hon. Members have already said.

With such questions on what is taking place, people might think that the Government would at least have got their consultation procedure right, that they would have started the consultation in a timely fashion, that they would have done it sensitively and that they would have listened to advice from people on the ground who know what the real situation is. That just has not happened, has it? The Government failed to listen to local people’s concerns.

I pay tribute to the work of those, including the former Northern Ireland Environment Minister, Alex Attwood, who got the Government to consult in the first place. However, as many hon. Members have mentioned, the consultation document contains accusations that are, frankly, offensive—not to one section but to every section of the community in Northern Ireland. That requires a bit more than a public apology. I welcome the public apology from the Minister concerned, but the Government need to think about how they came to issue a consultation document containing that kind of thing in the first place.

I hope the Minister will reflect on what has been said today, and I hope he will reflect on what the Prime Minister said on his recent visit to Northern Ireland. He was over there promoting Northern Ireland, rightly, as a destination for inward investment. He said:

“Put your money in Northern Ireland and be part of this incredible success story because investing in Northern Ireland makes good business sense.”

Well, amen to that. But if that is the message to the private sector, perhaps the Government need to consider their own activities.

Unless and until the Minister can provide clear answers to the important issues raised today on the services that will be at risk, on the scale of job losses involved, on the impact on the benefits bill and on the hit to the UK taxpayer, and until he can quantify exactly what benefits will accrue from the change, perhaps—even though the consultation is formally coming to an end—he should pause, think again and come back with a considered response. The way things look at the moment, although the issue has been bouncing around for years, the consultation has been botched. There are very serious question marks about the centralisation, and the Government need to address them.

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

I, too, congratulate the hon. Member for East Londonderry (Mr Campbell) on securing this debate on the future of vehicle registration and licensing services in Northern Ireland. I also welcome my opposite number, the hon. Member for Birmingham, Northfield (Richard Burden), to his place. I hope we can work together constructively—at least most of the time.

Let me acknowledge from the outset that I recognise that this is an important and emotive subject for the hon. Member for East Londonderry, his constituents and other hon. Members in Northern Ireland. In that respect, he will be pleased to know he has friends in high places, because the First Minister raised the issue with the Prime Minister on Friday, and the Secretary of State for Northern Ireland telephoned me on Sunday to discuss it personally; indeed, when I had my briefing session, I invited an official from the Northern Ireland Office, to ensure the voice of Northern Ireland was heard—talk about friends in high places.

Against that backdrop, I must explain that, as the hon. Gentleman will know, vehicle registration and licensing throughout the UK is an excepted matter and the responsibility of the UK Government. In GB, these services are delivered by the Driver and Vehicle Licensing Agency, in Swansea. In Northern Ireland, the DVLA has an agreement with the Driver and Vehicle Agency, which is part of the Northern Ireland Department of the Environment, to deliver vehicle registration and licensing services to motorists there. The DVA has traditionally delivered those services through its centre in Coleraine and eight other offices in Northern Ireland.

While I understand the hon. Gentleman’s concerns, the crux of the issue is that the vehicle registration and licensing services available to motorists in Northern Ireland have fallen behind those available in the rest of the UK. For example, motorists in Northern Ireland are unable to tax their cars online and have only limited services available at post offices. As the owner of more than a dozen vehicles, I must say I find the online tax system very simple. I can tax a tractor in 20 seconds; where I have to pay to tax a vehicle, it takes about two minutes. Otherwise, I would have to travel 4 miles to my nearest post office, which I cannot, of course, do on a Sunday night.

The consultation that has recently ended contains proposals to modernise services in Northern Ireland and to ensure that motorists there are treated the same as those in GB and can enjoy the same services. If the proposals outlined in the consultation were adopted—I must stress that I have not yet decided on the way forward—motorists in Northern Ireland would be able to tax their cars online and via an automated telephone service that would be available 24 hours a day all year round. Many more services would also be available at about 150 post offices throughout Northern Ireland.

Services to businesses in Northern Ireland would also be improved. Companies would have access to the same level of service as those in the rest of the UK, allowing them to streamline their processes so that they did not have to manage the registration and licensing of vehicles differently from companies in GB.

The changes proposed in the consultation would also ensure that motorists in Northern Ireland can never again fall behind those in GB when new services are introduced in the future. When the DVLA introduces more digital and online services in GB, those would become available to Northern Ireland motorists at the same time.

I acknowledge that introducing new services online and through post offices and centralising the delivery of the remaining services delivered by the DVA in Northern Ireland at the DVLA in Swansea would have an impact. Currently, the full-time equivalent of 324 staff work on vehicle registration and licensing services at the DVA in Coleraine. Introducing more online services and making more services available at post offices would mean that those staff were no longer needed for that work. The DVLA forecasts that 75% of the transactions currently undertaken by Northern Ireland motorists would be carried out online or at local post offices.

I stress that, despite many reports and statements to the contrary, there is no intention to remove those jobs from Coleraine to create the same number of new jobs in Swansea. The DVLA estimates that, if the new online and post office services are introduced in Northern Ireland, there would remain about 500,000 transactions where customers needed to deal directly with the DVLA. That sounds significant, but the DVLA in Swansea currently deals with 97 million vehicle transactions a year. The extra 500,000 could be absorbed by the DVLA with no increase in staff numbers and no effect on customer services.

To answer a point made by the hon. Member for East Antrim (Sammy Wilson) and the shadow Minister, the proportion of tax discs issued online is running at about 60%, and it is increasing. Of course, face-to-face services would also be available in post offices in Northern Ireland.

We must recognise that we are now in a fast-changing, digital world. Customers expect to be able to transact when and where they like—increasingly, from the comfort of their own homes. The way in which services have been delivered in the past, and the higher number of people required to deliver them, is becoming unsustainable. That is particularly true when more convenient and efficient alternatives are available and in use elsewhere in the UK.

Indeed, the DVLA is going through its own transformation process, which has resulted in many more services being made available at local post offices and in other services being centralised at the DVLA’s headquarters, in Swansea. That means that all the DVLA’s local offices in GB will close by the end of the year, with the loss of 1,200 jobs. The proposals for Northern Ireland vehicle registration and licensing services are no different from what is already happening in the rest of the country.

[Richard Burden]

The Minister is talking about the DVLA’s systems, but one important issue raised by Members from Northern Ireland, which I raised as well, was the impact on the Northern Ireland economy. We have heard the Oxford Economics estimate of direct and indirect job losses and of the impact on GVA. Will the Minister confirm those figures? If he is unable to do so today, will he write to hon. Members with the Government’s assessment of the impact on the Northern Ireland economy?

[Mr Goodwill]

I thank the hon. Gentleman for his question. Unemployment in Northern Ireland is lower than the UK average, and it has fallen by 1.2% in the past year. The analysis provided by Oxford Economics does not reflect the full impact the changes to the DVA’s operations will have, because it takes no account of the benefits from the expansion of digital services and the widening of services offered at post offices. Those changes will increase choice and ease of access for customers and reduce the cost of vehicle licensing and registration to businesses, ultimately increasing employment in Northern Ireland.

Rising Cost of Transport

Richard Burden Excerpts

Wednesday 9th January 2013 Commons Chamber

[Richard Burden (Birmingham, Northfield) (Lab)]

Will the Secretary of State give way?

[Mr McLoughlin]

I will, but unfortunately Birmingham is a few miles away from Wales.

[Richard Burden]

Indeed it is. The Secretary of State says that the debate is synthetic, but the anger of my constituents and many others at the performance of London Midland in the past year is not synthetic. He has recently dumped the deal with London Midland. The good news is that that provides some pre-concessions to passengers, but it is also said that he has not actioned a break clause in the contract. That could have happened at the end of this year, but it has been extended to 2015. It is also unclear what milestones and review mechanisms will be in place to hold London Midland to its word. Will he clarify whether his measures give London Midland more of a free rein or whether he will introduce a measure that forces it to do what it says it will do?

[Mr McLoughlin]

The Under-Secretary of State for Transport, my hon. Friend the Member for Lewes (Norman Baker), has made a statement on that, in which he also outlined some of the requirements we expect of London Midland. He and I will be watching the performance of that franchise very carefully. It is important that we give passengers the service they rightly expect and demand. We have put in place a number of measures that will cost London Midland considerable money to put into operation, and I expect it to do so.

I am conscious of the time—time moves on when I am continually trying to help colleagues to understand where their policies have gone wrong in the past. We are looking at ways to improve our railway services. As I have said, the Labour party, which is in control in Wales, has kept exactly the same flexibility on rail fares that the UK Government have retained.

In 10 years, the Labour Government electrified only 10 miles of railways; this Government will electrify 850 miles, including the midland main line, for which my hon. Friend the Member for Loughborough (Nicky Morgan), the Whip, who is sitting on the Front Bench, has campaigned so hard.

West Coast Main Line

Richard Burden Excerpts

Monday 29th October 2012 Commons Chamber

[Mr McLoughlin]

I am very pleased to hear that my hon. Friend’s station is being improved. I should like to point out that Derby station is being improved as well, but that was agreed some time before I arrived at the Department. On his request for further services to Stafford station, which I know well, I will certainly try to ensure that when the enhanced services are negotiated, Stafford also gets the benefit.

[Richard Burden (Birmingham, Northfield) (Lab)]

The Secretary of State mentioned the Brown review on more generalised lessons for franchising. Is he aware that some urgent lessons need to be learned and acted on straight away, particularly regarding routes to and from the west coast main line? I refer, of course, to the literally hundreds of train services that have been delayed or subject to cancellation by London Midland. The Secretary of State says that his officials are in daily contact on this. What are they doing? Will the problem be resolved? How did we get to the situation whereby London Midland appears not to have forward planned its driver requirements? What penalties are available to him and his Department?

West Coast Main Line

Richard Burden Excerpts

Monday 15th October 2012 Commons Chamber

[Mr McLoughlin]

I thought that it was a utopia under the previous Government and that nothing ever went wrong, but my hon. Friend is right to say that the only time a rail franchise collapsed was under the previous Government. The Opposition seem to have forgotten that today in their attacks on me. I hope that we can learn the lessons and move on and that this will not lead to too long a delay in any of the other franchises.

[Richard Burden (Birmingham, Northfield) (Lab)]

The west coast main line is obviously important to my constituents in Birmingham, but I am worried about the knock-on effects of this fiasco on other franchises coming up for renewal. I draw the Secretary of State’s attention to London Midland and the countless delays there have already been in the west midlands because of driver shortages. There is no long-term thinking on planning for new stations and ticket office hours are being cut, and that is because it is not looking at the long term. What impact will this fiasco have on trying to give passengers in the west midlands the kind of service they deserve?

[Mr McLoughlin]

I want all taxpayers and passengers to get the kind of service they deserve. There have been some specific cases of cancellations on the line, as the hon. Gentleman has just mentioned. I hope that the company will put that right and train more drivers, which I think it is in the process of doing.

High-speed Rail

Richard Burden Excerpts

Tuesday 10th January 2012 Commons Chamber

[Justine Greening]

One of the things we have seen in recent years is freight switching from road to rail. HS2 will have the advantage of freeing up the capacity on the conventional railway network, which will see that renaissance continue. We hope that it will have even more force behind it than it has had already.

[Richard Burden (Birmingham, Northfield) (Lab)]

Today’s announcement is very good news for Birmingham. May I say to the right hon. Lady that two things are just as important as our connectivity to London? The first is connectivity to the north, so I ask her to act on the optimistic noises she has made about possibly changing the hybrid Bill to include the second phase. The second is to ensure, as my right hon. Friend the Member for Coventry North East (Mr Ainsworth) said, that HS2 unlocks potential in the local transport network in and around Birmingham and the wider west midlands. Will she take that on board? Those are the things that will really maximise the benefits of HS2 to the midlands.

[Justine Greening]

I will take both those things on board, and indeed I will be in Birmingham tomorrow. When we look at high-speed rail in other countries, we see that the countries that have had the most success with it are those that have looked at projects more broadly, so we must ensure that HS2 provides broader connectivity than just to the areas it drops in at.