Cabin Air Safety/Aerotoxic Syndrome

Debate between Richard Burden and Robert Goodwill

Thursday 17th March 2016 Westminster Hall

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

Mr Hanson, I welcome you to the Chair. I add my congratulations to my hon. Friend the Member for Stalybridge and Hyde (Jonathan Reynolds) on securing the debate, as well as to my hon. Friends the Members for Altrincham and Sale West (Mr Brady) and for Brent Central (Dawn Butler), who supported him in his application to the Backbench Business Committee. I thank that Committee for granting this very important debate.

I also thank all hon. Members from both sides of the House who have contributed today. I counted 12, taking into account interventions and speeches, which shows the importance that Members attach to this issue. We heard speeches from the hon. Members for Crawley (Henry Smith) and for Horsham (Jeremy Quin), as well as from my hon. Friends the Members for Heywood and Middleton (Liz McInnes) and for York Central (Rachael Maskell), who both brought scientific expertise to the debate, which was very welcome. My hon. Friend the Member for Brent Central spoke with a lot of personal knowledge of this issue from her involvement in the aviation industry. My hon. Friend the Member for Easington (Grahame M. Morris) spoke with a great deal of passion. Like my hon. Friend the Member for York Central, he emphasised the importance of trade unions being able to bring these kinds of issues to the House’s attention and talked about that being an important part of democracy.

The aviation industry and the aviation sector is a key pillar of our economy, but it is more than that, even though that is important enough in its own right; travel by air has made our world a smaller place. It fosters direct face-to-face contact and understanding between peoples across the globe in a way that no other mode of travel ever has. That is why it is right that we pay tribute today to those who work in the civil aviation sector, on the ground as well as in the air.

However, this debate really does raise genuine welfare concerns, particularly for cabin crew and pilots: some of the people on whom we rely to get comfortably and safely to our destinations. Their work, as many hon. Members have said, is far from easy. Fatigue is regularly among the top concerns of staff in the air, and we know that that is an underlying but ever-growing problem. We also appreciate the impact that their work can have on their family life.

Despite all those pressures, however, what is clear is that air crew do the job because they love it, and two such people were Richard Westgate and Matt Bass. I want to join the tributes to their families and to Unite. I declare myself a proud member of Unite and draw attention to my entry in the Register of Members’ Financial Interests. It is right to recognise that parts of the media have tried to move the issue up the public agenda. It has received attention from, for example, BBC’s “Victoria Derbyshire” programme and ITN’s “Tonight” programme.

All those people and institutions are right in saying that key unanswered questions remain: on research into air fume events, monitoring and detection systems, and awareness, education and diagnosis of symptoms. The Government’s responsibility is to do all they can to ensure the safety of passengers and crew alike. The existence of regulators is important, but does not take away that overall responsibility. As my hon. Friend the Member for Stalybridge and Hyde said, we know from the asbestos issue that what authorities often believe for a long time to be the case does not always turn out to be correct.

We know that many modern aircraft use bleed-air systems—that has been referred to many times in this debate—to supply air to the cabin, but we also know that faults with engine seals and seepage can lead to contaminated fumes containing toxins. What is not crystal clear is the implication of short and long-term exposure to contaminated air and its links to aerotoxic syndrome which, given the range of systems, is clearly difficult to diagnose. However, there are some things we already know. The coroner’s report on the death of Richard Westgate recognised:

“symptoms consistent with chronic exposure to organophosphates.”

We know that Matt Bass shared similar symptoms. The inquest into his death is ongoing. We also know that Unite is pursuing some 61 individual cases. The question is real: is aerotoxic syndrome an occupational illness?

A number of Members today have drawn attention to reports and position papers produced by the Committee on Toxicity and how its findings have been interpreted. There is a clear distinction between saying there is no evidence of aerotoxic syndrome, as some suggest, and saying that there is not enough evidence to prove that link. As Professor Alan Boobis, the Committee’s chair, said in his interview on ITN’s “Tonight” programme last year:

“We made proposals for research that could be pursued…as far as I know, no one came back.”

The Association of Flight Attendants also called for further research in its critique of the committee’s 2007 report, in which it stated that

“there is a need for a large scale sampling study.”

My hon. Friend the Member for Stalybridge and Hyde rightly called for an independent inquiry to get to the bottom of these things, and that call has been echoed by others. The Minister will no doubt say that the UK is supporting an international approach for research through the European Aviation Safety Agency. That is important, and I understand that the agency will publish a preliminary report in the autumn. It is also important to know exactly what that is about and who is doing it. I understand that the agency has contracted out the work; in that context, will the Minister confirm the independence of the bodies commissioned to do that study and who was consulted on the choice of contractor? If he does not have the information now, I understand, and perhaps he will write to me.

[Mr Goodwill]

I thank the hon. Gentleman for raising that. I follows on from four pieces of research in the UK, most notably that by Cranfield University, so it is not as if we have not already carried out a lot of work in the UK.

[Richard Burden]

I am grateful to the Minister for that information, but I want to press him on EASA’s study and its remit. His letter in November 2015 to the Chair of the Transport Committee suggests that EASA is currently looking at what equipment should be put in place to undertake cockpit and cabin air measurements in future and will report in the autumn. That is important, and I will come back to it in a moment. I shall be grateful if the Minister will confirm whether the current EASA project has any remit to survey existing evidence from inquiries and studies—he mentioned some of them—whether from the UK, from other parts of Europe, international or in, for example, Australia.

Those inquiries and studies of air cabin safety have happened already. If the EASA does not have a remit to look at those other studies and can look only at monitoring for the future, should the Minister not ensure that someone is doing that work already? If it is happening, that is great, but it would be useful to know who is doing it. If it is not happening, why not? A number of hon. Members have mentioned the importance of the precautionary principle, which we need to apply in this case. The state has a duty of care.

On research, I have been told that no toxicity studies have reflected the real-life atmospheric pressure and temperature levels of planes at altitude. My hon. Friend the Member for Brent Central made this point. To me, that says that we simply do not know the synergistic effects and impact of prolonged exposure. Understanding that is critical if we are to establish whether this is an occupational disease. Will the Minister tell me whether I am right and, if I am, who will do that study and who will put in place those tests on aircraft in flight?

Whatever else is or is not being done, it seems from what the Minister said in his letter to the Chair of the Transport Committee in November 2015 that EASA is looking into the use of monitoring equipment, and that is important. It is vital to improve the data available for research. There are already legal requirements for cabin air to adhere to set levels of, for example, carbon dioxide and other toxins, but without appropriate detection equipment in place how do we know whether those standards are being met? Will the Minister say whether systems are available that could be put on aircraft? If there are, why are they not on aircraft and what can we do to ensure that that happens from now on?

No one denies that the fume events occur, but we do not know the true extent to which contaminated air incidents happen, as we have heard time and again today. Without monitoring, it is up to aircraft crew to report incidents. As was also said today, it is down to the noses of air crew. That makes it equally important that they receive adequate awareness training to detect leaks, whether by smell or other means. It is not unreasonable to suggest, as various hon. Members have, that pilots and cabin crew may be reluctant to report, particularly in the highly competitive environments in which airlines now operate, what they suspect could be minor instances, especially given the possible implications for airlines and perhaps for their own professional interests.

The 2008 ASA critique of the Committee on Toxicity also noted that the rate and reliability of reports coming in were flawed. So what steps are the Government taking with the regulators to ensure that awareness training is in place and that reporting is expected and enforced?

Finally, on the types of aircraft, what guidance does the Minister have on whether certain aircraft are particularly susceptible to fume events? In line with the precautionary principle that Members from all parties have said we need to adopt, where there is now bleed-free architecture available, what steps can we take to ensure that all future aircraft built adopt that technology? I am glad that the Minister asked his civil servants whether there was any link with cabin air in the design of the 787 Dreamliner. They told him that the design was about efficiency, not cabin air. I am sure it was partly about efficiency, but will the Minister go back to them and ask them to check whether representations were made and whether the Federal Aviation Administration talked about air quality in cabins being a factor in the design of bleed-free engines?

I hope the Minister will address the questions that all hon. Members have raised today. We owe it to Richard Westgate and Matt Bass, and to their families. We owe it to cabin crews and pilots themselves. Because all of us are in this category as well, we owe it to the travelling public, the passengers. We need to get to the bottom of this without further delay.

--- Later in debate ---

[Mr Goodwill]

That is a very reasonable point to make. The findings have been made by professional toxicologists, whose job it is to analyse the effects of toxic compounds in a variety of locations, including the workplace. I shall come on to talk about the number of so-called fume events, and I have some evidence from the CAA to put it in context.

[Richard Burden]

I understand the reports that the Minister refers to. I do not know whether he saw, as I did, the interview that Professor Boobis gave to the “Tonight” programme, when he was at pains to say that the Committee on Toxicity was not saying that cabin air was safe when the incidents occurred. He went on to say that it had made proposals for further research that could be pursued; as far as he knew no one came back to the committee. Has that been followed up?

[Mr Goodwill]

Research is ongoing, not least through the European Aviation Safety Agency, but the levels of OP concentration in situations where no fume event has occurred—which have been measured widely—have been found to be no greater than they are in this Chamber or any domestic location. They are very small background levels, as one would expect. Particularly given the sensitivity of some of the testing that can now be carried out, it is not difficult to find OPs almost anywhere.

As a toxic mechanism for the reported illnesses was found to be unlikely, a nocebo effect was considered a plausible alternative explanation for the symptoms. A nocebo effect can be defined as a detrimental effect on health produced by psychological or psychosomatic factors—for example where a subject develops symptoms as a reaction to a situation that he or she perceives as dangerous or hazardous. However, neither option could be proved beyond doubt given the available data; but we know that the nocebo effect happens in other circumstances. I hesitate to give this example from my own experience, but when I was a child my mother would serve us a cooked breakfast and after we had finished she would say, “I hope those sausages were all right. They were well past their sell-by date,” and one felt a feeling in one’s stomach. It is not the same thing, but it shows how psychological effects can pass into physical effects. That is one of the theories put forward by the scientists looking at the matter. The nocebo is an established psychological and medical situation.

--- Later in debate ---

[Mr Goodwill]

I am certainly happy to interrogate the CAA on its interpretation of the rules on COSHH. I am well aware of the operation of the regulations; as a former road tanker driver, I know all about COSHH regulations. But of course aviation is an international business and aircraft are not necessarily within our jurisdiction as they are flying, so it is important that we have international agreements. Indeed, many aircraft that carry British nationals are flagged to other countries around the world, and therefore we need to ensure that their standards are as high as ours and that work can be progressed internationally.

[Richard Burden]

I will add to the interventions now, so that the Minister can get them out of the way in one go. Could I press him a little more on the business about EASA? If I understood him correctly just now, he was saying that EASA was looking at the research that is available. The letter that he sent to the Transport Committee, as I understood it, suggested that EASA was looking not at that, but at the future of monitoring equipment. That is very important, but my question stands: who is looking at the body of research that is already there, nationally, in Europe and internationally, pulling it all together and seeing whether any action can be taken on the basis of what we already know?

[Mr Goodwill]

Certainly the UK has looked at the studies that have already taken place. Indeed, many of those were initiated in this country by the previous Labour Government. But we are obviously very keen to look at how we can work to get further information. In terms of the EASA research, the hon. Gentleman is absolutely right. In fact, due to the unpredictability and rarity of fume events and due to the international nature of the aviation industry, it is the Department’s view that an international approach to any future research investigations would be appropriate. The opportunity to collect data from a broader sample base than is available in the UK alone would lead to a higher probability of more meaningful evidence being collated. The Department therefore wrote to EASA with those views in March 2014.

EASA did launch in the spring of 2015 a preliminary in-flight cabin air measurement campaign. That will develop a methodology and put in place adequate equipment to perform cockpit and cabin air measurements. The results of that campaign, which will be used to prepare for an envisaged large-scale project in the future, are expected in autumn 2016. The Department will follow with interest the progress of that work; indeed, I will update the hon. Gentleman when I get further information.

At national level, the aviation health unit within the medical department of the CAA will continue to monitor issues relating to cabin air, as part of its wider role as specialist adviser to the Government on aviation health issues.

As I said, EASA has launched preliminary work, and we hope to carry that further. I point out that the UK is not the only country in the world conducting research in this field. For example, the German authorities, as well as the country’s biggest airline, Lufthansa, have conducted similar research projects to the ones mentioned here, and they have arrived at the same conclusions. That is not to say that the industry is complacent—far from it. New technologies for improving the filtration and monitoring of cabin air are emerging all the time, and as we have discussed, there is a particular aircraft type, the new Boeing 787 Dreamliner, that uses a different source of air, although it must be noted that the equivalent Airbus aircraft, the A350, uses the conventional bleed-air system for cabin air sourcing.

The aviation industry is aware of the concerns that have been raised and is continuously reviewing the current practices, as well as developing options for future improvements. The Government are working together with the industry to support that momentum. The joint Government and industry funded aerospace research and development programme, supported by the Aerospace Technology Institute and Innovate UK, is supporting projects in related areas, including air and oil systems, electronic technologies and system health monitoring, all of which will lead to enhanced cabin air quality as one of the outcomes. The Aerospace Technology Institute is currently working with industry to launch further projects in these areas.

In 2013, industry and Government, working together through the Aerospace Growth Partnership, made a joint funding commitment worth £2.1 billion in total for aerospace research and development over seven years. That was protected, and extended by an additional £900 million over six years to 2025-26, in the spending review in 2015. The industry has committed to matching the investment from the Government in this area. The industry certainly understands the importance of research and development aimed at improving overall safety. However, for the industry to drastically change the way the aircraft are air-conditioned or, indeed, to change the lubricants, there would have to be clear evidence that shows that cabin air quality is harmful to crew and passengers. The current practice of using air from the compression stage of the engine—bleed air—has been shown to be an effective, fuel-efficient and reliable way of providing air to the cabin.

I hope that I have demonstrated that the issue is taken seriously by all parties involved. However, as it is a complex issue with little evidence to show that a change is needed, it will take time to find new and innovative solutions that would be accepted by all. We certainly need to co-ordinate international research and I will raise that with the CAA at our next meeting. I will also discuss the issue with the British Airline Pilots Association, although I have to say that the issue has not necessarily been very high on its agenda at some meetings I have had with it. Maybe debates such as this will further raise awareness among those who work in the industry.

Finally, I urge a note of caution on the precautionary principle. I was a member of the European Parliament’s Committee on the Environment, Public Health and Consumer Policy and, very often, the precautionary principle was used as a way of taking action on something for which there was no supporting evidence. I cite the case of phthalates used as a softening substance in PVC for medical uses and for things such as babies’ bottles. The outcome of making a change based on no evidence other than some very limited migration evidence actually resulted in products that were not as suitable and could have jeopardised people’s treatment. We need to be very careful about using the precautionary principle. We need to look at the actual evidence. I am pleased that research has been carried out, and more research will be carried out.

Once again, I stress how seriously I take the issue and how important it is that we get more evidence. I thank the hon. Members for Stalybridge and Hyde and for Brent Central, and my hon. Friend the Member for Altrincham and Sale West (Mr Brady) for securing the debate and for providing us with the opportunity to discuss this important and, to many, very personal issue.

Oral Answers to Questions

Debate between Richard Burden and Robert Goodwill

Thursday 10th March 2016 Commons Chamber

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

The UK Airprox Board investigated 23 near misses between aircraft and drones in six months last year. Of those, 12 were deemed to involve a serious risk of collision. The British Airline Pilots Association wants the Government to run tests on what would happen if a drone were sucked into an engine or hit a windscreen, and the Government have had a working group on the matter since 2013. So why is it only this summer that Ministers will say anything? Should we not know by now what tests have already been done, what regulatory and other options are being considered and when Ministers expect any agreed option to be put into practice?

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

I assure the House that we take that matter very seriously indeed, and we are aware of the risk of a collision with a drone. Yesterday, I met representatives of the British Airline Pilots Association, and that was one of the topics that came up. As the Secretary of State said in answer to an earlier question, severe penalties are in place for people who get involved with such activities. There are a number of technologies, such as geo-fencing, which would prevent those aircraft from entering sensitive airspace. We take the matter very seriously, and we are considering the best action to take.

[Richard Burden]

On a different but also topical subject, I was in Kent yesterday talking to businesses that had felt at first hand the traffic chaos surrounding 32 days of Operation Stack last year. I know that the Government are consulting on lorry parks and junction improvements for future years, but what are they going to do to prevent a repeat of last year’s scenes from occurring in 2016? I am not asking the Minister to tell me who he is meeting; I am asking him what the action plan is.

Oral Answers to Questions

Debate between Richard Burden and Robert Goodwill

Thursday 28th January 2016 Commons Chamber

[Mr Goodwill]

That is not the impression I get when I meet representatives of the aviation industry. Indeed, the improvement of sustainable aviation is an industry-led initiative. I repeat that this is a very important year for the world in terms of tackling CO₂ emissions from aviation. We all want to achieve a globally based mechanism, and I am determined to ensure that we play our part in negotiating it.

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

I really do need to press the Minister a bit further on this. Recently, British Airways postponed its GreenSky project to establish a facility to produce advanced biofuels for aviation here in the UK. While the issues involved in that are no doubt complex, will the Minister listen to the increasingly widespread warnings from those involved in aviation that inaction and lack of clear policy direction from the Government are holding back the development and use of renewable fuels in aviation, thereby missing opportunities to boost jobs and skills in these technologies and making it more difficult to meet our obligations on carbon and harmful emissions?

[Mr Goodwill]

I can understand the hon. Gentleman’s frustration in wanting to make more progress, but I have to say that there is more than one way of killing a cat. Yes, alternative fuels may have an important role to play, but more importantly—[Interruption.] More importantly, a market-based mechanism will allow other types of technology to be developed which can then be used to offset the emissions from aviation, which will always be dependent on liquid fuels. [Interruption.]

Oral Answers to Questions

Debate between Richard Burden and Robert Goodwill

Thursday 16th July 2015 Commons Chamber

[Mr Goodwill]

There is a cross-party initiative on air quality. I should add that I came in on my bicycle this morning, so I have not contributed to any of the air quality problems in London.

We need to make further progress in rolling out low-emission vehicles, while ensuring that the electricity they use is produced in a sustainable way.

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

Figures published this week show the scale of the air quality challenge that faces London, in addition to the carbon dioxide challenge that faces us all, and other towns and cities have similar challenges ahead. Why, in the Budget, did the Chancellor impose a financial penalty on hybrid and plug-in hybrid vehicles, putting them in the same band as cars with far higher emissions? Is it not time that the Chancellor talked to the Transport Secretary, and that both of them listened to what the industry is telling them?

[Mr Goodwill]

When consumers are deciding which vehicle to buy, they will consider not only the level of vehicle excise duty that they will pay—which, incidentally, will be zero in the case of the very cleanest cars—but the total life cost of the fuel that they will use. It is pretty much a no-brainer to buy the most fuel-efficient car possible, and to opt for a plug-in vehicle if that suits the consumer’s lifestyle.

Oral Answers to Questions

Debate between Richard Burden and Robert Goodwill

Thursday 5th March 2015 Commons Chamber

[Mr Goodwill]

We have made it absolutely clear that all our new road schemes must be cycle-proofed to ensure that we do not have a situation where a new roundabout or bypass prevents cyclists from making their journeys too.

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

Confidence in road safety is key to increasing rates of cycling and walking, but after decades of progress, last year saw three consecutive increases in road deaths. Answers to parliamentary questions have revealed a dramatic reduction in the number of prosecutions for dangerous drink-driving and mobile offences at the wheel. With the number of traffic officers down by 23% since 2010 and apparently two years without any at all in Devon and Cornwall, whether these things are the fault of Transport Ministers, Home Office Ministers or even the Prime Minister himself, is it not the reality that the Government have failed to protect front-line policing and keep our roads safe? Is it not right for the next Labour Government to reintroduce proper targets to cut the number of deaths and serious injuries on our roads?

[Mr Goodwill]

We do have targets for the Highways Agency network, which we have control over. Other roads are the responsibility of highways agencies. When I stood at the Opposition Dispatch Box five years ago and put it to the Labour Government that we should introduce drug-driving legislation, they said it was impossible. I am proud to say that on Monday this week we gave the police the tools they need to prosecute those who put other road users in danger by drug-driving, and we now have the legislation on the statute book to do that—something that Labour said was impossible.

Cycling

Debate between Richard Burden and Robert Goodwill

Thursday 16th October 2014 Commons Chamber

[Mr Goodwill]

While the Highways Agency network will be dealing with our commitment to cycle-proof new road schemes, local highway authorities, local councils, or the Mayor of London and some of the other mayors around the country deliver on other schemes. We have a good track record of giving money, whether through cycling ambition grants for our cities or through local sustainable transport schemes, nearly all of which include a cycling element. We have seen local authorities deliver that, which is great. Councillor Martyn Bolt in Kirklees, for instance, is a real champion of cycling. I think that every local authority needs a cycling champion to ensure that its priorities are the priorities of the cyclist.

[Richard Burden]

If we are fortunate enough to be elected in May, it will be important for us to be aware of the content of the existing budgets and spending commitments so that we can work out our own ideas. Do the Government consider the £10 target to be an aspiration or a commitment?

[Mr Goodwill]

The word that we use is “aspiration”, but our mention of the £10 figure has put it on record that the Government intend to work towards that aspiration. Many schemes, however—one example is the cycle to work scheme—depend on company subscriptions. We depend on local authorities’ making cycling a priority, and we are keen to ensure that such decisions are made locally. We also work with rail operating companies, which often make decisions on matters such as parking at stations. We feel that our target is genuinely achievable if we work with local government and other organisations, including businesses, and I am very proud that we have put that on record.

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

Debate between Richard Burden and Robert Goodwill

Tuesday 9th September 2014 Commons Chamber

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

I congratulate my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) on moving the Second Reading of this private Bill, welcome the opportunity for this debate and endorse the comments that have just been made by the hon. Member for Birmingham, Northfield (Richard Burden). I am very pleased to put the Government’s position on the record, particularly as I have appeared in an Oscar-winning motion picture.

[Richard Burden]

Tell us more, please!

[Mr Goodwill]

If the hon. Gentleman watches a film called “The Iron Lady”, which is about one of the greatest ladies ever to have lived on this planet, he will see me playing the part of a Government Whip. That is about as far as my acting goes, but I am in the credits, which counts, as I understand it.

I want to make it clear from the start that the Government do not oppose the Bill, which largely replicates previous Bills such as the London Local Authorities and Transport for London Act 2008 and the Kent County Council (Filming on Highways) Act 2010, and closely mirrors the Hertfordshire County Council (Filming on Highways) Act 2014.

During the passage of the Hertfordshire Bill, we had some initial reservations about the limited procedural protection that it offered to property owners and the travelling public. However, following discussions with Hertfordshire county council, it reassured us that it will follow procedures similar to those set out in the Road Traffic (Temporary Restrictions) Procedure Regulations 1992 when it puts film orders in place. We are grateful to Buckinghamshire county council for agreeing that, to the extent that that there are no mandatory requirements in law, it will also follow the procedures in those regulations.

My only surprise is that we have not yet had a North Yorkshire County Council (Filming on Public Highways) Bill, but I suspect that it is only a matter of time.

Oral Answers to Questions

Debate between Richard Burden and Robert Goodwill

Thursday 10th July 2014 Commons Chamber

[Mr Goodwill]

Yes, that is very good news for the residents of Poynton, Macclesfield and the whole of east Cheshire. The scheme to link the A6 to the Manchester airport relief road, to which the Government are contributing £165 million, will improve access to the significant employment opportunities that are being developed at the Manchester airport city enterprise zone.

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

Listening to the Minister, one would never guess that the National Audit Office has warned that the Government’s approach is not good enough to fix the pothole epidemic on our local roads, which is aggravating congestion; that the Local Government Association has expressed the concern that the Government’s roads policy will lead to gridlock on local roads; that bus use outside London is down, not up; or that British Cycling has expressed disappointment that the Government are not providing the leadership that is needed to get people out of their cars and to walk or cycle. This is not jam tomorrow; it is traffic jams today. Is it not time that the Minister got a grip?

[Mr Goodwill]

I am surprised that the hon. Gentleman can keep a straight face as he says that. We are tripling road investment in the Highways Agency’s infrastructure. We have substantially increased the investment for local authorities to address the pothole problem. More money was announced in the Budget and following the bad weather at Christmas. This Government realise that we should be improving our infrastructure and mending our roads. It is not only the roof that the Labour party did not mend in government; it did not mend the roads either.

A47

Debate between Richard Burden and Robert Goodwill

Wednesday 14th May 2014 Westminster Hall

[Mr Goodwill]

The Government are considering that measure. The Scottish Government are considering a trial on the A9 north of Perth, where there are particular problems, with a view to increasing the speed limit for trucks to improve safety on the road.

I know my hon. Friend the Member for Great Yarmouth (Brandon Lewis) would have liked to contribute to the debate, but his ministerial duties precluded him from doing so. I am sure he would have mentioned the importance of the Acle straight and Great Yarmouth to the energy industry.

The hon. Member for Birmingham, Northfield (Richard Burden) talked about the stop-start investment in roads. I am proud that we are tripling investment in roads, and we must not forget that when the Blair Government came into power they announced a moratorium on new road building, even though they had the money to build roads. Later in that disastrous period of government, they had to cut road building because they ran out of money. When we took over, we had to make some tough decisions because of the dire financial position that we inherited. Fortunately, things are looking a lot better, which is why we are able to invest in infrastructure generally, not only in roads but in the conventional rail network and our new high-speed rail network.

The hon. Gentleman also mentioned the GoCo through which we will deliver many of the infrastructure projects. That is part of our long-term plan to deliver better value for money for the taxpayer. I am sure we will have opportunities to discuss that across the Dispatch Box.

[Richard Burden]

On the timetable, assuming that this idea is approved in the autumn statement, will the GoCo have a further look at the proposal, or will it have been approved at that stage? What is the timetable?

[Mr Goodwill]

The whole point of the GoCo is to get on with these jobs, not to delay them. I can allay the hon. Gentleman’s fears in that regard. Network Rail works in that way, and it does not tend to delay rail projects; it tends to deliver them efficiently.

I met a number of hon. Friends in February to discuss the updated proposals put together by the A47 Alliance in its “Gateway to Growth” prospectus. The updated prospectus is an excellent example of how a range of local and regional interests can work closely together to set out the case for future Government investment. The prospectus sets out a targeted programme of improvements to both the strategic and local road networks. It details some 19 specific schemes, with indicative costs and timings.

I will now set out how my Department will consider options for future investment. My hon. Friend the Member for Broadland highlighted the issues on the A47 and the potential for those problems to be exacerbated by planned developments and growth in the region. He will know that the Government recognise those issues and the importance of transport infrastructure to supporting the economy. He will also know that we are committed to identifying and funding early solutions to the long-standing problems on the A47 corridor, initially by undertaking a feasibility study. The A47 corridor feasibility study was announced by the Secretary of State for Transport on 20 August 2013 following the spending review, and it is one of six studies on the strategic road network. On 14 January 2014 I also announced that the section of the A12 between Great Yarmouth and Lowestoft would be included within the study’s geographic scope.

It may be useful if I say a little more about the approach we are taking, as the feasibility study is the mechanism by which we will identify early solutions to the problems on the A47 corridor. The study’s aim is to identify opportunities and understand the case for future investment solutions on the A47 corridor that are deliverable, affordable and offer value for money. Although much of the work has been done previously, agreement has not been reached on the solutions. It is therefore important for us to carry out the study to ensure that we understand the priorities for the corridor and that proposals for investment demonstrate a strong and robust economic case for investment, demonstrate value for money and are deliverable. As part of the study, we have committed to engage with stakeholders to develop and agree the detailed scope of the work. My officials discussed the proposed scope of the work with stakeholders at a meeting in Norwich in late January, and they considered the views expressed before finalising and publishing the scope on 23 April. A number of my hon. Friends have also provided views on the study work’s scope and the range of possible solutions and priorities.

The study work will be conducted in stages, with the initial stage aiming to identify the current and future challenges along the corridor, taking account of local growth plans and priorities. We have built on existing evidence bases and previous study work, including the evidence collected as part of the Highways Agency’s route strategy process and evidence presented in the A47 Alliance’s “Gateway to Growth” prospectus. We are now concluding that stage of the work. We will continue to engage with stakeholders throughout the life of the study.

I again congratulate my hon. Friend the Member for Broadland on securing this debate. I have made it clear that the Government are committed to, and have set out plans for, large-scale improvements to our national strategic road network in the relative short term. The Government have also committed to developing a longer-term programme of investments through the route strategy process.

Through the A47 corridor feasibility study, we will work closely with local stakeholders to ensure that we consider current and future transport problems and the range of possible solutions that could address those problems. As I said, it is important that proposals for future investment are clearly supported by local stakeholders—which the presence of so many Members underlines—and that there is a clear consensus on what is required. Ultimately, any proposals for future investment need to demonstrate a strong business case and the delivery of both transport and wider economic benefits.

Oral Answers to Questions

Debate between Richard Burden and Robert Goodwill

Thursday 8th May 2014 Commons Chamber

[Mr Goodwill]

No, I do not. In fact, I believe that the changes will give the public a better service. For example, if someone rings a private hire vehicle company and all its vehicles—or, perhaps, all its disabled-access vehicles—are occupied, it will be able to call on another company from across the border to fill the gap. People will get the service that they want, and I do not believe that safety will be compromised at all.

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

Will the Minister reflect on the fact that if his proposals are implemented, someone who gets into a minicab will not know whether it has come from the company that he or she telephoned, will not be able to assume that the person driving it is licensed to do so, and will not even be able to assume that the car itself has been passed as okay to carry passengers in his or her own town or city? Expert opinion after expert opinion has warned the Minister that all this could put passengers’ safety at risk. Why does he feel that he knows better than anyone else?

Severn Bridges (Tolling)

Debate between Richard Burden and Robert Goodwill

Wednesday 5th March 2014 Westminster Hall

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

I congratulate my hon. Friend the Member for Newport East (Jessica Morden) on securing this important debate, which will now always be known as the Roy Hughes memorial debate. I also congratulate the no fewer than eight hon. Members who have participated either through interventions or speeches. In the last speech, my hon. Friend the Member for Newport West (Paul Flynn) even treated us to some Harri Webb poetry.

The Severn crossings clearly concern hon. Members on both sides of the House because they are an important transport link between England and Wales that play a vital role for businesses and the economy, that help people to keep in touch with friends and family and that keep our two countries connected. It is therefore unfortunate that the cost and experience of using the crossings have been a source of frustration for so long.

My hon. Friend the Member for Newport East has raised the Severn crossings previously. For many years she has been pressing for reform of what, in her previous debate in 2010, she called an “expensive, inconvenient and inflexible” system. The issues that she has raised today are very much the same.

I will say something about England later in my speech, but the crossings are a key link in the transport and economic infrastructure of Wales, and they are essential to the Welsh economy and its ability to grow. Approximately 25 million vehicles use the crossings each year. Obviously, nobody wants to pay tolls, but the benefits of the crossings are clear and include increased access to markets, suppliers and consumers, and quicker journey times. It is important, however, that the toll price reflects a fair balance between the cost of better infrastructure and the benefits to the people who use it. This debate has made it clear that the cost of the Severn crossings does not appear to be fair, and it has not appeared to be fair for some time. Road users who rely on the crossings have been hit hard by annual increases and, as my hon. Friend said, an inflexible and old-fashioned payment system.

There is an impact on people. First, the tolls are the highest of any crossing on the strategic road network. As we have heard, the current prices are £6.40 for a car, £12.80 for a light goods vehicle and £19.20 for a heavy goods vehicle. On the Humber bridge, the toll for a car is just £1.50 and the toll for an HGV is £12.

[Mr Goodwill]

The hon. Gentleman must bear in mind that the toll is free in the other direction on the Severn crossings, so the prices are not comparable in that respect.

[Richard Burden]

If we do the sums, the point is still made. Whether or not the toll is free one way, the price is clearly still higher. Those amounts are not theoretical. We are living through the worst cost-of-living crisis in a generation and they hit people hard. A lot of attention has been paid to energy costs, fuel bills, food bills and so on, but the cost of transport is a large chunk of people’s household budgets. That has been made worse for domestic users of private motor cars because they have also been hit by the VAT increase to 20%, which has hit the price of fuel, too.

It would be lovely to say that the tolls should just be scrapped, but, as we have heard, that is not necessarily practical. There is a strong case, however, for considering whether there is a way to make the tolls fairer. It is possible to consider a cap on annual increases, which is a model we use for other modes of transport. There might be a way to take regular and local users into account, for which there are precedents. From March 2014, local people eligible for the resident discount on the Dartford crossing will be able to make unlimited trips over the crossing for just £20 a year, thereby ensuring that that toll on the strategic road network does not hinder local mobility.

--- Later in debate ---

[Mr Goodwill]

If the hon. Lady looks into it in more detail, she will find that the Humber bridge review in 2011 found that the Humber bridge had a unique burden of interest in relation to its original cost of construction more than 30 years ago. Although the bridge cost only £98 million to construct, rolled-up unpaid interest meant that the bridge debt had grown to £439 million by 1992. Such unique circumstances justified the Government writing off £150 million of the £332 million owed to them by the Humber bridge board. I hope that provides some context. Some Members might even remember Barbara Castle announcing the construction of the bridge at a by-election in Hull.

At the end of the concession, the Severn crossings will revert to public ownership. The Government will need to continue tolling to recover the costs that they have incurred falling outside the concession agreement. The Department’s latest estimate is that they will be £88 million at the projected end of the concession in 2018, and it will take one to two years to recover that money. Once in public ownership, VAT will no longer be payable on the tolls.

My hon. Friend the Member for Forest of Dean (Mr Harper) raised various issues. I can confirm that the bridges are indeed a UK asset for the benefit of all UK road users and taxpayers. Much has been said about the Treasury or the Government benefiting from this, but I humbly suggest that it is taxpayers who benefit, and the debt that we have inherited from the previous Government can be reduced by the tolls.

My hon. Friend spoke about maintenance of the bridge, which is of paramount importance. I am well aware of the issue with the cable on the old bridge, which I am pleased to say has now been stabilised, but the toll income already pays for maintenance. On his other point about a new bridge upstream, which would avoid a 33-mile round trip via the M48, there are precedents around the country. There is the Merseylink toll, although those bridges are slightly closer together, and many consider that a new lower Thames crossing could incorporate the existing tolls from the Dartford crossing to make it affordable.

[Richard Burden]

On the £88 million, I am pleased the Minister has clarified that that is the estimated figure. However, might we have a breakdown of how that is made up? What is the debt that is estimated to remain?

[Mr Goodwill]

I am more than happy to provide the hon. Gentleman with that information.

In conclusion, no decisions have been made regarding the operation and tolling arrangements for the crossings once the current regime ends. However, the Government have been clear that any future arrangements will need to make proper provision for repayment of Government costs and future maintenance, and reflect the needs of road users in England and Wales. I suspect that this is something that various political parties may visit when they write their election manifestos, although there is nothing to stop the hon. Gentleman making an announcement today about what a Labour Government—were we to get such a Government after the election—would do at the end of the concession, or at the end of the period when the tolls are paid off.

The Government are committed to the successful operation of such vital crossings. They have provided a huge benefit to the Welsh and English economies through quicker access to places and markets. As the concession draws to an end, the Department will work with key stakeholders, including the Welsh Government, affected local authorities, business representatives, the Welsh Affairs Committee, and other interested parties.

A303

Debate between Richard Burden and Robert Goodwill

Tuesday 4th March 2014 Westminster Hall

[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.

Oral Answers to Questions

Debate between Richard Burden and Robert Goodwill

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)

Debate between Richard Burden and Robert Goodwill

Wednesday 30th October 2013 Westminster Hall

[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.

Driver and Vehicle Agency (Northern Ireland)

Debate between Richard Burden and Robert Goodwill

Tuesday 15th October 2013 Westminster Hall

[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.