Transport Accessibility: Bolton West

Richard Holden Excerpts

Tuesday 20th June 2023 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

I begin by congratulating my hon. Friend the Member for Bolton West (Chris Green) on securing this debate, and on speaking so passionately about the issues not just in his constituency, but across Greater Manchester and the wider region. He made the point at the very start of his comments that the transport infrastructure should not be a funnel towards Manchester city centre, but a fanning out, with a radial approach right across the region. As a Lancashire lad from not very far up the road in Blackburn, I am fully aware of many of the issues he has raised. I used to trundle through on those Pacer trains down the Ribble Valley line through Bolton and into Manchester, and we can see the transformation over the last few years with the investment from this Government. I have visited Bury recently, but I will be coming to Bolton soon, so I look forward to seeing some of the upgrades my hon. Friend has talked about, particularly around Daisy Hill station as I am the accessibility champion for the Department.

My hon. Friend talked about the radial movement of traffic around Greater Manchester, and I think it was particularly important what he said about the need to avoid any of the artificial barriers that council boundaries can sometimes create. I am really glad to see that he and other Conservative Members from across Greater Manchester are happy to work with the Mayor. Just yesterday, I had a meeting with the Mayor and my hon. Friend the Member for Leigh (James Grundy) about some of the projects the Mayor is pushing forward. I am just so glad to see Conservative Members leaning forward on that. I know that some Opposition Members, if any had been here today, would not perhaps have wanted to talk about the Mayor of Greater Manchester, given that we know the relationship between him and the Leader of the Opposition could perhaps be improved, if I can put it like that. However, it is Conservative MPs who are really leading the fight for their constituencies right across the region. Given the long-standing nature of the career of my hon. Friend the Member for Bolton West compared with that of some of his colleagues in Greater Manchester, I am sure he will be able to guide them and help them.

My hon. Friend is right to talk about the broader issues of economic opportunity, because that is what transport is really about. Yes, it is about getting from A to B, but it is also about why someone wants to get from A to B. It is about cultural connections, economic growth and delivering opportunity for people across the country, and I think that was at the heart of what he was really saying. It is about the broader levelling-up approach that the Government have taken in that space, and we need to continue that and do more of it.

The Government recognise the importance of transport to Greater Manchester, its people and the economy, and we have demonstrated that in the commitments made through the “trailblazer” deeper devolution deal, and our significant funding commitments, such as the electrification projects that my hon. Friend talked about. Indeed, when I was a special adviser in the Department for Transport a few years ago, I remember visiting Bolton with the then Secretary of State and my hon. Friend, to see some of that fantastic work in progress. It goes to show that over the past 13 years there has been a huge amount of electrification, compared with what happened in the previous 13 years.

[Chris Green]

Many tens of miles have been delivered under this Government, with about seven or so miles during 13 years of the previous Government. We are delivering, and we have more ambitious plans to carry on rolling out electrification.

[Mr Holden]

My hon. Friend is right about the seismic shift in electrification. I cannot quote the exact number off the top of my head, but I will write to him with that. We are talking about a magnitude of 10, 20, or 30 times what happened under the last Labour Government. That shows a real commitment to transport in this country, and to faster, more reliable transport. Electric trains are also lighter, which reduces wear and tear on the network because they do not have to drag a full diesel engine. There are all sorts of benefits to electrification.

However, it is not just electrification. We have put more than £1 billion into Greater Manchester through the city region sustainable transport settlement over five years. Most areas of local government love the prospect of a five-year plan, but we have delivered it. We have delivered it because we need that long-term vision, and we want to back that long-term thinking for Greater Manchester, to ensure that it can properly level up. There are also local public transport and active travel networks. On top of that, we have invested £94.8 million to support the implementation of Greater Manchester’s bus service improvement plan, and another £35.7 million for the zero-emission bus network.

Just in the past fortnight, the Secretary of State and I signed off an additional £18 million in extraordinary funding for Greater Manchester, to help maintain local transport services until the end of 2024. Two weeks before that we announced a further £72.3 million infrastructure package for rail services in Greater Manchester and the north-west, with upgrades to Manchester Victoria, and a third platform being built at Salford Crescent. That will help to ease those bottlenecks into Manchester, and particularly on the Manchester to Bolton corridor that my hon. Friend will know well. Those works support future service improvements to a range of destinations across, and not just into, Greater Manchester and beyond, including the constituency of my hon. Friend. That forms part of much wider plans to transform rail services in the area and across the north of England, including the trans-Pennine route upgrade and electrification of the Wigan to Bolton route that my hon. Friend mentioned. All those schemes build on in excess of £1 billion investment completed in 2019, which upgraded and electrified many railway lines across the north-west, and introduced that crucial new fleet of trains for Northern and the TransPennine Express for which we had waited so long.

Let me turn to the specifics of the electrification on the Wigan to Bolton line, which my hon. Friend mentioned. In September 2021, the Government invested £78 million to electrify the railway lines between Bolton and Wigan by the middle of this decade. That vital project will enable the Bolton to Manchester corridor, which is one of the busiest rail routes in the area, to host longer electric trains with a greater seating capacity—that is often a concern mentioned by our constituents up and down the country, particularly at peak hours. The work will electrify 13 miles of track and lengthen platforms for six-car capacity at Westhoughton, Hindley and Ince stations. Line closures have been happening since January, delivering the early works, including replacement of bridges. Indeed, as I speak the new Ladies Lane concrete bridge spans over Hindley station are being readied for installation this weekend. Project plans to ensure delivery at the earliest opportunity are in progress so that passenger benefits can be realised swiftly.

My hon. Friend will be pleased to note that in December 2022 the timetable successfully implemented a number of changes developed through the Manchester taskforce, to improve on the performance levels experienced in 2018 and 2019 when delays marred a significant number of journeys. The Bolton corridor saw an increase in train lengths to provide sufficient capacity to meet demand, a standardised timetable pattern and the re-routing of the Barrow-Windermere airport service via the Bolton corridor. The Manchester taskforce is currently looking at the next stage of service development to maximise the benefits of the Wigan-Bolton and Victoria-Stalybridge electrification schemes and the recently announced improvements around Manchester. That is more of those tentacles spreading out, as my hon. Friend mentioned.

My hon. Friend spoke extensively about buses in his speech. Given that I am the local transport and roads Minister, it is one of my favourite forms of transport. Not only do I look after it directly, but it also uses roads, which are the other part of my brief, so buses are particularly important to me. I echo his comments. The Government know how important local bus services are to ensuring communities can stay connected and people can access vital local services, particularly many of the elderly, who for a variety of reasons may no longer be able to use their own transport. That is why we have invested more than £3.5 billion in buses since March 2020 to keep services running in the face of plummeting levels of patronage during the pandemic and to drive long-term improvements to bus services up and down the country. That includes our recently announced package of long-term support of £300 million over the next two years to provide the long-term certainty that the sector requires to deliver sustainable bus networks that better reflect the needs of those who rely on these vital services every day.

Part of that funding was for the measures to ensure we have cheaper bus fares with the £2 cap on single fares from 1 January, which is currently available on more than 5,000 routes across England outside London, including ones from my hon. Friend’s constituency out to other parts of the country. Sometimes our Metro Mayors take full credit for the bus service support locally, but it is only right that my hon. Friend takes some of the credit, because it is only his votes in this place that have allowed us to deliver that money for the Mayor of Greater Manchester. It is important that we recognise that.

The measure to cap fares is helping to encourage more people to use buses and is saving passengers money during what everyone in the House acknowledges are difficult economic times. That is why we recently announced that the scheme will be extended until 31 October this year, with a further £2.50 fare cap all the way through to 30 November 2024. The funding we have provided over the past three years is the largest Government investment in buses for a generation.

In the past three years alone, Greater Manchester has received around £135 million from this Government purely in pandemic-related support to keep the buses running. That is in addition to the £95 million to deliver Greater Manchester’s local bus service improvement plan and almost £36 million to support the roll-out of zero-emission buses in Greater Manchester. We have stepped up to support Greater Manchester’s local transport network as it implements the franchising of bus services and delivers the Bee Network. Giving local transport authorities greater control over the provision of bus services in their area, either through an enhanced partnership or through franchising, is a key part of the Government’s levelling-up agenda. For areas that decide to take on franchising, that means they are taking on the farebox risk, so they need to ensure that their plans are right, and they will rightly be held accountable by the public for the decisions they take.

We are clear that franchised services must deliver a more comprehensive service for passengers, so I am pleased that my hon. Friend’s constituents will be some of the first to benefit from the newly franchised services in Bolton and Wigan when they commence this September.

My hon. Friend raised the workplace parking levy. On local charging, I am aware of the attempts in 2008 by the Greater Manchester authority to introduce a congestion charge as part of a bid to the then Government’s transport innovation fund. That was rejected by a local referendum, as my hon. Friend mentioned, and has not been resurrected since. Any consideration of a workplace parking levy would be for local authorities to promote and is a matter for local judgment and debate.

However, workplace parking levy schemes cannot be implemented without formal approval from my right hon. Friend the Secretary of State, who will consider in full the merits of any proposals and listen to hard-working local MPs from across the Greater Manchester area. I recognise that a workplace parking levy scheme may have wider impacts on local residents and businesses. We would expect the local authority to explain those impacts in full to the Secretary of State as part of any proposal, along with any mitigations proposed to the negative impacts where a local authority has concluded that there is no feasible alternative to such a levy.

My hon. Friend also mentioned the Mayor’s plan for a clean air zone. Greater Manchester local authorities provided revised air quality proposals on 1 July last year. We have written requesting further evidence from the Greater Manchester authorities to enable us to consider their plans further. The Government have already allocated nearly £170 million to Greater Manchester to help reduce nitrogen dioxide levels. That is on top of the money we put into the zero-emission bus plan and into the city region sustainable transport settlement. Some of the comments that he made were particularly important. We should be providing that positive choice of a public transport alterative to people and not trying to coerce them into doing things. That is what is most important and that is what the Government have stood behind with more than £1 billion put in through a five-year package. I urge local government across the country, including in Greater Manchester, to think about the message that it is sending to people when it proposes some of these plans.

I turn to the important issue of accessibility to transport. There are more than 14 million disabled people in the UK—a fifth of the country—and that number is set to rise further as the population grows and people develop more issues in their old age. Today, disabled people make fewer journeys than non-disabled people and are significantly less likely to be employed. Transport can act as a powerful enabler, connecting people with places and unlocking access to education and employment, but it can do that only if it is designed and provided with disabled people in mind.

It is vital that the transport services we rely on can be used easily and confidently by everybody. That is at the core of the Government’s inclusive transport strategy, published in 2018, and it is just as relevant today as when it was first released. The strategy outlines a number of commitments, and the progress that we are making to address them will support disabled people across Bolton West to make the journeys that are important to them, as it will for millions of disabled people across the country. That will also provide broader benefits for the rest of the travelling public.

For example, in May—just last month—Parliament approved the Public Service Vehicles (Accessible Information) Regulations 2023, which I took through Committee. They will require the provision of audible and visible information on board local bus and coach services in Britain, so bus users in Bolton should be able to travel with as much confidence as those in other parts of the country. That is a small but important part of levelling up for many people in the country.

We also continue to invest in the accessibility of our railway stations. I am pleased to say that, as my hon. Friend said in his speech, a new lift will be installed later this year at Daisy Hill to provide a step-free route between the station entrance, ticketing facilities and platforms. In March, we launched the inclusive transport leaders scheme, inviting transport operators from across the country to share their knowledge of improving service accessibility and to celebrate their progress in supporting the creation of an inclusive transport system. Those are just three examples of how the Government are levelling up accessibility across our country, including in Bolton West.

In 2020, we launched the “It’s everyone’s journey” campaign, encouraging all passengers to travel with a little more awareness of each other’s needs, and in so doing seeking to increase disabled people’s confidence to travel. Last year, we supported the Bill introduced by my right hon. and learned Friend the Member for Kenilworth and Southam (Sir Jeremy Wright) that aimed to eliminate discrimination against all disabled taxi and private hire vehicle users. Later this year, we will publish updated best practice guidance for local licensing authorities, including strengthened recommendations on providing an inclusive service.

On buses, local authorities entering into partnership arrangements with their local bus operators are required to actively reflect the needs of their disabled passengers in their plans, and new bus charters should ensure a shared understanding of the rights of all bus users to access services. So, across the piece, whether on private hire vehicles and taxis, on our buses or on our rail network, the Government are at the forefront of ensuring that accessible public transport options are available to everybody.

Greater Manchester now faces a significant opportunity as it prepares to franchise bus services later this year, to redefine what an accessible transport system means and to ensure that services, including in my hon. Friend’s constituency, genuinely reflect the needs of local people and passengers. We rightly seek improvements in accessibility at a national level, but I am keenly aware that inaccessibility is deeply individual and a localised experience. It is about the buses, taxis and trains that disabled people take every day, and the extent to which they are respected as individuals and their needs anticipated.

I am clear that together as a Government, working with transport authorities and operators and the mayoral combined authorities, we must strive to listen to passengers, whatever their needs are. We must seek to improve transport provision so that it truly works for everyone, every day.

Question put and agreed to.

Network Rail: Doubledykes Crossing

Richard Holden Excerpts

Wednesday 24th May 2023 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

It is a pleasure to serve under your chairmanship, Mr Davies. I thank the hon. Member for Glenrothes (Peter Grant) for securing this debate, which concerns the closure of the Doubledykes level crossing in his constituency. I want to acknowledge the strength of feeling on the issue and thank the local community for presenting the petition, which has received over 1,100 signatures. Before I go into the specifics, I will talk briefly about railways, the role of Network Rail and level crossing safety more generally.

Rail is an important engine of economic growth. It serves several functions: it offers commuters a safe and reliable route to work, it facilitates business and leisure travel, it connects communities with their public services, workplaces and other economic opportunities, and it transports millions of tonnes of freight around the country, relieving congestion on roads and bringing huge environmental benefits. We want to build on the success in UK rail since the mid-1990s by improving and extending services where viable.

We are well aware of the positive impacts that improved, more frequent and direct rail services can have on communities. That includes the reopening of the Levenmouth rail link, which was approved by the Scottish Government in August 2019 and which will result in passenger services between Leven and Thornton for the first time in over 50 years. That project is scheduled to be completed by spring 2024 and will bring considerable benefits to the area and the surrounding region, in the hon. Member’s constituency and beyond.

For all its benefits, the creation of a new service does create safety risks that have to be managed effectively, not least on sections of railway track that have not seen high levels of traffic for several decades. That creates difficult choices for rail operators and for Network Rail, the operator of the mainline rail network, as it seeks to deliver faster and more frequent services safely. There are no easy solutions, and I recognise the huge responsibility that organisations such as Network Rail bear. Operational decisions such as these are rightly a matter for Network Rail, the safety duty holder for Britain’s railway infrastructure, which has the expertise needed to look at decisions in depth.

Network Rail’s responsibilities include user safety at over 6,000 level crossings on the mainline rail network. Level crossings now represent the single greatest source of risk for fatal rail accidents; there were seven fatalities at level crossings in the last year alone. In most accidents or incidents at level crossings, actions by the user, intended or unintended, have been a contributory factor.

[Peter Grant]

Any serious injury or fatality is a tragedy, but can the Minister clarify how many of those incidents took place on mainline railways and how many took place on low-volume, low-usage branch lines, where trains have a much slower speed than on the main line?

[Mr Holden]

I will happily write to the hon. Member about all the incidents in the past few years. It is probably quite helpful for him to have that specific knowledge about, let us say, the past 10 years, so I will get my officials to write to him on that. Incidents have taken place on branch lines and on the main line; I will provide a breakdown and write to him in detail about those fatalities.

Network Rail is putting significant effort into improving safety at level crossings. It is focusing on several things: first, improving the operation and maintenance of level crossings; secondly, a programme of risk assessment to identify priorities for further action; thirdly, measures to promote the safe use of crossings by pedestrians and drivers; and fourthly, where necessary, closing crossings altogether where they continue to present an unacceptable safety risk. No decision to close a level crossing is taken lightly, because level crossings often provide a really important means of access to local communities. None the less, although the safety record of level crossings in this country is among the best in the world, we cannot afford to be complacent, and we want to seek to reduce the risk of incidents wherever we can.

I turn to the Doubledykes level crossing, which is obviously of particular interest to the hon. Member and is the subject of this debate. It is one of several level crossings on the Levenmouth rail link, which on reopening will connect Leven with Thornton and join the Fife circle line at Thornton North junction.

As the hon. Member will doubtless know, Doubledykes level crossing was established in 1863 during a period of huge expansion of the rail network, both locally in Fife and right across the country. The level crossing has been used by the local community to access both sides of the railway and the surrounding area.

Since the end of passenger services on the Levenmouth rail link in 1969, services have ceased on this part of the network and people have become accustomed to using the level crossing without any risk. The reopening of the link will see, for the first time in a generation, services returning to this part of the rail network. Trains are expected to pass through Doubledykes level crossing about twice an hour. This will bring much-needed benefits to the wider community by connecting the towns of Leven and Thornton. It will also create additional risks, including at Doubledykes level crossing. Although the level crossing currently remains open, Network Rail has confirmed that it plans to close it when the new link is in operation, to protect the safety of the local community and rail users.

My Department has not been involved in the project to reopen the rail link or in the decision to close the level crossing. That decision quite properly rests with Network Rail in exercising its duty as infrastructure manager to ensure the safety of the travelling public. I understand that the decision was made in consultation with Transport Scotland, the South East of Scotland Transport Partnership and Fife Council, which are the joint project sponsors of the rail line. For that reason, it would not be appropriate for me to comment in detail on the decisions taken in this case, which are more properly a matter for the Scottish Government and the project sponsors.

I appreciate, however, that the closing of any level crossing can be inconvenient and very upsetting for local communities. That will be particularly true in the case of Doubledykes, which has not had rail traffic stopping people crossing since the late 1960s; it is evident from the large number of people who signed the petition. I cannot speak on behalf of the sponsors of the Levenmouth rail link, but I am sure that that will have been an important part of their considerations during the planning stages.

[Peter Grant]

I am grateful to the Minister for giving way again; he is being very generous with his time. May I remind the House that I am not particularly pushing for a level crossing? It is not the only possible answer.

The Minister mentioned risk assessments of level crossings. Does he understand the local puzzlement as to how Network Rail could possibly have done a risk assessment of this crossing if it has no idea how many people are using it just now?

[Mr Holden]

As I have said to the hon. Gentleman, it is obviously for Network Rail, alongside the other sponsors of the project in Scotland, to justify the assessments that it has made. They will have made the assessments as part of their planning processes; it might well be best if the hon. Gentleman directed his specific questions about how decisions are arrived at to the relevant sponsoring authorities.

Ultimately, any decision on whether to close a level crossing must ensure the safety of level crossing users and rail users. In a case such as Doubledykes, I am confident that Network Rail will have looked at the risk profile, the frequency of services and the number of people using the crossing and will have worked with others in the region to look at this. However, I understand the concerns of the hon. Gentleman and his constituents about this matter.

I have spoken to my hon. Friend the Member for Bexhill and Battle (Huw Merriman), who is the Minister with responsibility for rail. He would be happy to have further meetings with the hon. Gentleman in person, to look further at the issues and see what can be done, if the hon. Gentleman would like to do so and if that would be useful to him. I will also happily write to Transport Scotland in response to the concerns that the hon. Gentleman has raised today, to push this issue further.

It was particularly good to hear that the hon. Gentleman is considering multiple different solutions in this space. I hope that his call has been heard by the decision makers and the local sponsors of this project so that they can also think about the other potential options to maintain connectivity, but, as I have said, the funding and the options are really a matter for those sponsors.

Once again, I thank the hon. Member and his local residents for bringing this matter to the attention of the House. I am sure that the Rail Minister will look forward to meeting him at the earliest opportunity to see what more we can do to work with him on the issue. I also look forward to writing to Transport Scotland to express the concerns of the hon. Member and his constituents about this important local issue.

Question put and agreed to.

Draft Road Vehicles (Authorised Weight) (Amendment) Regulations 2023

Richard Holden Excerpts

Tuesday 23rd May 2023 General Committees

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

I beg to move,

That the Committee has considered the draft Road Vehicles (Authorised Weight) (Amendment) Regulations 2023.

It is a pleasure to serve under your chairmanship, Mr Dowd. The draft regulations will be made under the powers conferred by sections 41(1), (2)(d), (3) and (5) of the Road Traffic Act 1988. They implement increases in weight limits by up to a maximum of 1 tonne for certain alternatively fuelled heavy goods vehicles and by a flat 2 tonnes for certain zero-emission vehicles. In all cases, the maximum weight limits for individual axles will remain unchanged.

No additional weight allowance for zero-emission or alternatively fuelled vehicles will apply to the heaviest articulated lorry and road train combinations, of 44 tonnes, or to four-axle motor vehicles of 32 tonnes. The extra weight allowances do apply to articulated lorries and roadtrain combinations with five or six axles, normally limited to 40 tonnes. They also apply to four-axle combinations, normally limited to 36 or 38 tonnes, and to certain smaller zero-emission lorries with two or three axles. In addition, they apply to zero-emission three-axle articulated buses. Two or three-axle alternatively fuelled versions of these types can already operate at up to 1 tonne above the normal limits.

Implementing these changes will provide domestic operators with the flexibility already available to those from the EU operating in Great Britain. Within the EU-UK trade and co-operation agreement, under appendix 31-C-1-1, the maximum authorised weights for certain vehicles carrying out movements under the agreement have been increased.

[Theresa Villiers (Chipping Barnet) (Con)]

I very much welcome the instrument the Minister is bringing forward. It will help to deliver the Government’s net zero strategy by encouraging the adoption of ultra low and zero-emission vehicles. Does he agree that encouraging the switch to lower-carbon and zero-carbon driving is a better way to address climate and pollution matters than trying to drive vehicles off the road through things such as the ultra low emission zone in London?

[Mr Holden]

I thank my right hon. Friend for that intervention, and I wholeheartedly agree. The best option is providing alternatives through public transport and also, wherever possible, assistance to those wanting to switch, as we are doing today with the HGV sector. That will also include hydrogen, which will be important for some of the longer-distance lorries, as well as for electric vehicles. My right hon. Friend makes an excellent point.

The agreement applies to vehicles used on international journeys and to EU vehicles operating in the UK on cabotage. The allowances are to accommodate the additional weight of alternative fuel technology up to a maximum of 1 tonne and, for a zero-emission technology, 2 extra tonnes.

To put the regulations in context, transport is the biggest greenhouse gas-emitting sector of our economy, and road freight is a significant contributor to that. In 2021, HGVs produced around 20% of greenhouse gas emissions from our domestic transport network. Utilising zero-emission and alternatively fuelled freight vehicles can contribute positively to freight decarbonisation and help with achieving the UK’s commitment to reach net zero by 2050.

A vehicle’s powertrain consists of the components that generate power and then transmit it to the road to move the vehicle. Currently, alternatively fuelled and zero-emission heavy goods vehicles may have a heavier powertrain technology than traditionally fuelled internal combustion engine heavy goods vehicles. For example, a pressurised fuel tank in an alternatively fuelled vehicle, or batteries in a zero-emission vehicle, can be significantly heavier than a conventional petrol or diesel fuel tank—I saw some examples recently on a visit to DHL in the midlands.

The typically heavier powertrains of these vehicles mean that, under current regulations, alternatively fuelled and zero-emission HGVs may have to carry a reduced amount of cargo than comparable fossil fuel vehicles. This places them at a competitive disadvantage. The higher weight of the empty vehicles acts as a payload penalty, which then decreases the commercial viability of zero or lower-emission vehicles.

The regulations would afford zero-emission vehicles a weight increase of 2 tonnes, as opposed to the maximum 1 tonne increase offered to alternatively fuelled vehicles, as the features that make them zero emission—particularly the batteries—are likely to be heavier, although I think we all hope that these provisions will be needed less as the technology continues to improve over time. This approach further incentivises the uptake of zero-emission vehicles, bringing potential benefits via emission reductions.

A public consultation asking whether to permit alternatively fuelled or zero-emission vehicles to have that slightly higher weight limit was carried out between 14 July and 3 September 2021 as part of a wider consultation on the phase-out dates for sales of new non-zero-emission heavy goods vehicles. Of the responses received, 59% were in favour of the increase in weight limits, with only 6% opposed and the remainder being “Don’t know”. A Government response confirming our intention to introduce these changes was published on 12 May 2022.

Let me turn to the contents of the statutory instrument. Amendments will be made to the Road Vehicles (Authorised Weight) Regulations 1998 by making provision to increase the maximum authorised weight for certain alternatively fuelled and zero-emission vehicles. Amendments will also be made to add a definition of “zero-emission vehicle”. The regulations provide for the Secretary of State to undertake a review of the regulatory provision contained in these regulations on a five-yearly basis. That is to account for the rapid deployment of technology and to ensure that increased weight limits remain suitable.

To conclude, the regulations are essential for supporting the commercial viability of zero-emission and alternatively fuelled commercial heavy goods vehicles. They do not involve any regulatory burden on domestic road freight operators. Instead, they aim to give flexibility to those using zero-emission or alternatively fuelled HGVs. The de minimis assessment identifies a best-estimate monetised net present value over the years of £18.2 million, which relates to the greater business efficiency as a result of these measures. There are also unmonetised costs, such as infrastructure costs, and unmonetised benefits, such as a reduction in greenhouse gas emissions. The regulations will also ensure parity of regulation, meaning that domestic operators will not be placed at a disadvantage to their European counterparts. I hope Members will join me in supporting the regulations, and I commend them to the Committee.

--- Later in debate ---

[Mr Holden]

I will attempt to address some of the points that have been raised. The common theme in the comments from both Opposition Front Benchers was road maintenance and repair. I hope that, like me, they will welcome the extra £200 million announced in the Budget this year, as well as the £950 million a year that we put in, split between councils and National Highways. I would also point out that as parts of our motorway network, in particular, including bridges and other important structures, move towards the end of their life over the next few years and need to be replaced, an enormous and increasing amount will go into that space to address some of those issues. So a huge amount is going into the maintenance of the network, not just to repair potholes but to carry out major structural improvements as well.

The hon. Member for Paisley and Renfrewshire North made a point about 44-tonners, and the decision on them was taken specifically to match our European counterparts so that we are not at a disadvantage. There may be further consideration in that space, but we are not doing that at the moment.

As I said in my opening speech, the provisions will be reviewed every five years. We are hoping to see technological change, and we have already seen a major shift in the weight of electric batteries, for instance. As other products—perhaps not even known today—become available in terms of conductivity, there is the possibility of reducing the weight of some of these elements. Hopefully, in time, there will be a large change. As I said in my opening speech, the limits per axle are not changing; it is just the overall weight.

The hon. Lady talked more broadly about our road network. It is important to reflect on the fact that the UK Government are still investing in our road network and making substantial improvements. I was up in the north-west recently and saw a road being built to better connect Blackpool to the M6. It is a shame that some of the devolved Administrations across the country, and particularly Wales, are rejecting any form of new road building, especially when we are now seeing this major shift, in terms of our road network capacity, to low-emission and zero-emission vehicles. The road network has an important role to play in decarbonising our economy, while ensuring that opportunity for people is spread right across the country and that they can remain as connected as possible.

To conclude, I hope the Committee has found the debate informative and that it will join me in supporting the regulations, which will amend legislation to allow weight increases by up to 1 tonne for alternatively fuelled vehicles and by 2 tonnes for zero-emission vehicles. These changes are to support the commercial viability of those vehicles and to ensure regulatory harmony with our international competitors. Adaptation of these vehicle types will help reduce emissions from what has to date been a hard-to-abate part of the transport system, moving us closer to our 2050 net zero target.

Question put and agreed to.

Local Bus Services: Funding

Richard Holden Excerpts

Wednesday 17th May 2023 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

Let me first thank the hon. Member for Blaydon (Liz Twist) for her speech. I did not quite gather whether or not she was in favour of our plan, but I will certainly address the points that she made. She asked whether it was a coincidence that I made a statement earlier today. I think the truth is that the Government were quaking in terror at the prospect of the Adjournment debate, and she has definitely driven this forward. However, I am genuinely grateful to her for her continued work on this issue, and for pushing the Government as well. It is nice to see someone on the other side of the House and from the same area who is as passionate about buses as I am, and I congratulate her on securing a debate on an issue that is important not just to our constituents, but to many constituents throughout the country.

The hon. Lady has often mentioned the importance of local transport services, not just in Adjournment debates to which I have responded but on many other occasions in the House. I fondly remember my first appearance at the Dispatch Box as the Minister for Roads and Local Transport, responding to an Adjournment debate on bus services in her own constituency. I am therefore delighted to have the opportunity to speak this evening about the support that the Government are providing for local bus services, especially in the light of my earlier statement.

As I think every Member would acknowledge, local transport networks and local bus services in particular are vital to ensuring that communities can stay connected, to helping many industries to operate, and, more broadly, to levelling up the country by giving people access to jobs, services and leisure activities throughout the country. That has never been more important than it is now, as we see recovery from the pandemic move slowly but inexorably in the right direction. The Government have provided unprecedented levels of support for bus operators and local transport authorities to mitigate the impacts of the pandemic—a total of more than £2 billion since March 2020, initially through the covid-19 bus service support grant and then though the bus recovery grant to help protect bus services—and that exceptional support will continue until 30 June, when we will move to a new formula.

Over the last few years, when patronage has been at a fraction of pre-covid levels, with passenger numbers across the country dropping as low as 10% on average, support for the bus sector has been crucial to significantly limit service reductions. The sector used to rely on roughly 40% support from taxpayers via concessionary fares, bus service operator grants and local support, but that increased to 60% for two years as commercial revenues took a huge hit.

Long-standing support of £250 million is provided every year to bus operators and local transport authorities through the bus service operator grant, to help keep fares down and services running that might otherwise be unprofitable. That will continue, as well as supporting council spending of around £1 billion a year to allow older and disabled people to travel on buses throughout England for free. We have ensured, as we have come out of the pandemic, that local councils have continued to pass that money on; otherwise, we would have seen far more service reductions.

While patronage by fare-paying passengers has recovered significantly, it remains significantly lower for concessionary passengers. There has been a strong recovery overall, though, in bus passenger numbers compared with some of the other public transport sectors. The London underground network, for example, is at roughly three quarters of where it was before. We have to accept, however, that travel patterns have changed to some degree since the pandemic, altered by emerging societal norms such as online shopping. It is therefore right that local bus networks adapt, but, as I made clear in my statement to the House earlier, the Government will not let our bus services fall by the wayside as this transition occurs.

We have always been clear—and I think the hon. Lady and I agree—that the cycle of short-term Government funding to prop up the sector is not sustainable for bus operators, local transport authorities or, most importantly, taxpayers and the travelling public. That is why the Government have taken action to deliver a longer-term approach that will ensure that we no longer talk about the sector’s recovery from the pandemic, but instead move on to its renewal.

I therefore confirm that the bus recovery grant will end as planned on 30 June. In its place we will provide approximately £300 million of new funding from June 2023 to April 2025 to help protect and maintain bus services and ultimately to deliver improved services for passengers. Of that funding, £160 million has been earmarked for local transport authorities through the BSIP+ mechanism, ensuring that local decision makers have the resources they need to work with bus operators to deliver better bus services for passengers, which is the central aim of the Government’s strategy.

That funding is in addition to the £1 billion allocated to 34 local areas to deliver bus service improvement plans, including £163 million for the North East and North of Tyne combined authorities, which will benefit the hon. Lady’s and my constituents. Some of those plans are already kicking in, as we saw a few days ago with the £1 single bus fare for the under-22s, which I am delighted that the Government have been able to support. The north-east plan is the biggest to have been funded in England—bigger than those of Greater Manchester or the west midlands. When the Government first awarded funding to help local areas to deliver their bus service improvement plans, we were unable to provide funding for all English local transport authorities outside London. In deciding how we should allocate additional funding under the BSIP+ mechanism, we have focused on local transport authorities that did not have large BSIP allocations. The remaining £140 million from that further package of investment in the bus sector will be provided directly to bus operators through our BSOG+ mechanism. This will benefit our area directly, because it will affect everybody in the country.

The package of funding that we have announced today will help to ensure that local communities who rely on their local bus services to live, work and travel can continue to stay connected and access the opportunities they need. We will be laying out more details of exactly how that will work. It is slightly different from the old BSOG, acknowledging that the pressures have been on rural and suburban areas, including pit villages in the hon. Lady’s and my constituencies, as well as on urban services. There is a slight change, and I will publish more information in the near future on the funding that individual areas will receive. Today we have given some allocative funding indications on the local authority side through BSIP+. BSOG+ is slightly different because there is so much more complexity when it comes to individual operators, but I will make that public as soon as possible because operators such as Go North East, which operates in both our constituencies, are keen to know.

Whether people are travelling to school, work or the shops, this Government are committed to helping them get around, and we know how important local buses are to delivering on our priorities in growing the economy. Today’s positive news is about the long-term support for which the sector has been asking, as the support for local authorities and bus companies will not end. Members who followed today’s statement closely, as I know the hon. Lady did, will know that we are extending the popular “Get Around for £2” bus fare cap. The scheme was introduced at the start of the year both as a cost of living measure and to promote bus services. It is showing positive signs of increased bus usage, with a recent Transport Focus survey of more than 1,000 people reporting that 11% of respondents are using buses more as a result of the cap. The scheme is also helping people to save on their regular travel costs, with the same survey showing that around 80% of respondents agree the fare cap will help people with the cost of living.

On a recent trip to Reed in Partnership in my North West Durham constituency, I was particularly struck that not only were the staff directly benefiting from the fare cap when travelling into Consett but the £2 cap was enabling long-term jobseekers to travel further. The £8 journey from Newcastle to Middlesbrough is currently capped at £2, so people can travel much further for much less outlay, helping them to reach jobs and opportunities beyond their local area without incurring significant extra costs. The cap was due to end on 30 June, but I am pleased to confirm again that it will now be extended to 31 October. To create long-term certainty on fares for passengers and operators alike, we will be introducing a £2.50 fare cap from 1 November 2023 until 30 November 2024, at which point we will review bus fares to support the sector in moving to a sustainable long-term footing.

We saw an increase in bus routes during the scheme’s first three months, from around 3,700 to 4,000. Around 95% of operators are currently taking part, and I hope to get closer to 100% now that it is a long-term scheme. I am grateful to the operators for working with us on the scheme, and I look forward to working with them over the next year and a half. My officials will work to confirm operators’ participation in the scheme as we continue to deliver measures that help passengers to save money, that encourage people to travel by bus and that help to grow the economy. This is just one of three schemes on road, rail and buses. With 5p off a litre for cars, vans and motorbikes, with this support for buses and with significantly below-inflation rail fare rises, we are doing what we can across the transport piece to help people with the cost of living.

The hon. Lady made a broadly cross-party speech, but it is not fair to suggest that the national bus strategy is in tatters. When the scheme was announced in 2019-20, the Government committed to spending £3 billion on the sector. Today’s announcement takes that up to £3.5 billion, which is a huge quantity of money to support the sector through what has been an incredibly difficult time. On the BSOG, I am happy to outline these things in more detail. On money distribution, the BSIP+ indicative numbers will be on the Government website within the next couple of days, if they are not there already. The hon. Lady raised an important question: what will happen to that post-2024? As I said in my speech, we will be looking at that in the long term.

As for projections of bus service numbers, we will have to see how the sector responds to the big announcements we have made today, particularly now we are securing money for the long term. On the north-east, with more than £163 million—more than £117 million of which has already been confirmed—I hope we will not need to see the reductions in bus services that she mentioned. We should, we hope, be able to see more services made available, given the extra cash provided for the area, again in a multi-year settlement. I hope to see more of the great things that were part of that plan brought forward in the near future, as we have seen in the past few years with the £1 fare and the £3 daily fare cap for under-22s.

[Liz Twist]

I want to press the Minister on this point about the BSIP. We all had great hopes about developments that we could make with that money. We can argue all day about the money, but a lot of us think that more money was promised at the start than has been available—nevertheless, it is there. But there is a concern that more of that money will go in preserving current services, in effect, at a higher cost, as local transport authorities have to put out the bids to run services. That was not allowed in the original BSIP. Is it correct to assume that it is allowed under this system?

[Mr Holden]

I do not want a situation where we are trying to play around with services in local areas; I want us to be flexible on the BSIP, at a time when there is huge pressure on bus services, particularly following the pandemic and the way they have recovered since. I am willing to speak to all transport authorities. Many may wish to modernise their schemes because of people’s changing travel patterns, for example. I will not hold a gun to their head and make them waste taxpayers money on things that will not achieve what they originally planned in their BSIP before the pandemic—that would be insane. I am definitely up for modernisation of some of their plans, but they will have to go through the Department, proper scrutiny procedures and officials. Equally, I do not want to hold people to plans that may no longer be viable.

Having said that, the hon. Lady can see from what we have done in the past few days, with that £1 fare, that some of the plans that we had at the start of the BSIP are coming through. I do not want to put handcuffs on local transport authorities that ask me whether they can tweak a scheme this way or that. I do not want to say that we will never listen to them and they must stick to what they had. That would not be a responsible use of taxpayers’ cash, and as a former member of the Public Accounts Committee, I would certainly call that into question.

[Liz Twist]

On that precise point, of course we want to see plans for our buses, for the infrastructure and for the services themselves—plans that are relevant today because it is 18 months since the original proposals were made. What we also want to see is the whole aim of that plan, which was to make a shift change in bus services for the future, so that our constituents, and people across the country, can step out of their front door and know that they will be able to get a bus and that the bus will be reliable.

[Mr Holden]

The hon. Lady and I are talking the same language. We both want to see improvements and, as we have said multiple times in this debate, one improvement that we have already seen is that lower fare. I hope to see further such things as we go through the plan, which will help to drive service improvements and to drive people on to the buses. Things may have changed in different areas over the past few years and we may have to make some tweaks but, again, I do not want to put a total straitjacket on authorities across the country.

Finally, let me reflect on a few of the hon. Lady’s points, which I thought were quite bold. She and the hon. Member for Washington and Sunderland West (Mrs Hodgson) said that Labour had a plan for bus services, which I thought was stretching it a bit. A plan requires cash, long-term funding and knowing what to do with it. Just saying that they might open up the scheme to municipal operators is not a plan, but an ideological step. I am not against municipal bus companies. We have them across the country, including in some Conservative local authorities and in some Conservative constituencies. I am not against looking at those in the future, as the Transport Committee recommended.

However, during the statement earlier today one Cornish Member mentioned how their enhanced partnership had driven up bus usage—probably better than anywhere else in the country—without having a franchise model. If we flip it and look at what has happened in London, we see that the figures are lower than the average in the rest of England with a franchise model. The taxpayer has to bear that risk. I am not sure whether a totally state-controlled, state-delivered, nationalised approach is always the right answer. That is all I will say to the hon. Lady on that. I am not against it in certain areas. Obviously, in certain areas the Government are working with local authorities to deliver franchising, but that is not a plan; that is an ideological end point. It does not have consumers, bus users and taxpayers at its core, as we can see from the way the Welsh Government have dealt with buses over the past two decades since they have been in office.

[Liz Twist]

rose—

[Mr Holden]

I am sorry but I will not take another intervention.

In closing, I again congratulate the hon. Lady on securing the debate. I hope that she will agree that the announcement the Government have made today, building on the £2 billion of bus support that we have already provided since March 2020—taking it to £3.5 billion overall—not only to protect bus services but, with our bus service improvement plan, to enhance them, demonstrates our commitment to support the sector and to address the challenges it faces now and well into the future. I thank hon. Members for their contributions today. I look forward to discussing this further with Members in the coming months as the Government seek to deliver on our ambition for everyone everywhere to have access to affordable and reliable bus services.

Question put and agreed to.

Buses: Funding

Richard Holden Excerpts

Wednesday 17th May 2023 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

With permission, Madam Deputy Speaker, I wish to make a statement on the steps that the Government are taking to ensure that bus travel remains accessible and affordable for everyone, while bearing down on the cost of living.

Let me start by summarising the situation as we find it. People across the country are facing massive cost of living pressures following Russia’s illegal invasion of Ukraine. That is why we have a commitment to halve inflation this year to ease the cost of living and give people greater financial security. For the bus sector, that comes on the back of a global pandemic that saw passenger numbers drop to as low as 10% of their pre-pandemic levels. However, bus journeys are now recovering to around 90% of their pre-pandemic levels outside of London. Taking the bus remains the most popular form of public transport, and millions of people rely on these vital services every day.

Local bus networks provide great access to work, education and medical appointments, driving economic growth across the country. They can be a lifeline for those for whom travelling by car or other forms of public transport is simply not possible. That is why over the past three years we have invested more than £3 billion to support and improve bus services in England outside of London. That level of investment was a sign of the times, but today, we need to move out from underneath the shadow of covid-19, where the sudden absence of passengers made it necessary for the Government to step in, first through the covid-19 bus service support grant, and later through the bus recovery grant.

We face a challenge to return the network to its pre-pandemic footing while confronting fundamental changes to travel patterns, but buses remain a critical part of our transport infrastructure for many people, especially outside London in suburban and rural areas. Billions in Government funding has been made available to keep fares down and to keep services up and running. Bus routes have been kept alive where they may have proven so uneconomic that they risked being scrapped altogether. Without them, whole communities would have lost out, risking people becoming totally disconnected, especially older and more vulnerable people. While we have seen overall patronage recover to around 90% of pre-pandemic levels, concessionary fares continue to lag significantly behind. We recognise that we can maximise opportunities to bring concessionary passengers back to the bus, and I will return to that point later.

Supporting bus services at their lowest ebb was the right thing to do. However, if the public purse alone props up bus services, that would not be a funding model; it would just be a failing business. It is not the business of this Government to allow our buses to fail. We must reform bus funding in the long term, and we will work with the sector to better understand the impact before moving ahead with any implementation. We must adapt to new levels of patronage, acknowledge that there are extremely challenging financial circumstances and balance the needs of taxpayers, the travelling public, operators and local authorities. All parts of the sector have their role to play.

The Government will play our part. Today, I can announce a long-term approach to protect bus services, keep travel affordable and support the bus sector’s long-term recovery. I can announce that the Government will provide: an additional £300 million over the next two years to protect vital routes until April 2025; £150 million between June 2023 and April 2024; and, another £150 million between April 2024 and April 2025.

Some £160 million of that funding will be earmarked for local transport authorities through the new bus service improvement plan plus—a mechanism to improve bus services while empowering local authorities to make the call on how services are planned and delivered. It comes in addition to the existing £1 billion of funding through the national bus strategy that has already been allocated. BSIP+ will be focused on communities that did not previously benefit from BSIP allocations. In addition, a further £140 million will be provided to operators through the bus service operators grant plus mechanism, supporting them with the services they run.

This package means that passengers can continue to rely on their local bus to get around. Alongside it, we will consult with operators and local authorities on measures to modernise and futureproof bus funding for the long term. This is part of the Government’s vision to improve connectivity through the bus services that this country relies upon. This funding and our bus vision will grow the economy, creating better-paid jobs and opportunities in every part of the country.

At a time when the cost of living is a challenge for many, we also recognise that price is a key barrier to growth. The more affordable travel is, the more likely passengers are to get on board. We understand that every penny counts. The Government stepped up during the pandemic with support for businesses and their workers with low-cost loans and, most vitally, the furlough scheme. Following Russia’s illegal invasion of Ukraine and the knock-on inflation caused by the energy price shock, we again stepped up. We have delivered an energy package of more than £90 billion, literally paying half the energy bills of households across the country, with extra support for the most vulnerable. We will halve inflation this year to ease the cost of living pressures and give people financial security. We will grow the economy, creating better-paid jobs and opportunity right across the country.

In transport, we also understand the pressures placed on people’s finances. That is why we cut fuel duty by 5p a litre, kept train fare rises significantly below inflation and introduced the “Get Around for £2” bus scheme nationwide and provided the funding for local authorities in Greater Manchester, West Yorkshire and elsewhere to do the same. The nationwide scheme was initially for three months until 31 March this year. I then extended it until 30 June. Today, I can also inform the House that the Government will provide a further £200 million to continue capping single fares at £2 in England outside London until 31 October 2023. After that, we will continue to support bus passengers with the cost of living. We will replace the £2 cap with a £2.50 fare cap until 30 November 2024, when the Government will review the effectiveness of future bus fares.

Since the £2 cap was introduced, it has saved passengers millions of pounds, boosted businesses and put bums on bus seats across the country. This decision builds on the Government’s help for households initiative and supports everyone through the cost of living increases, especially those on the lowest incomes, who take nearly three times as many bus trips as those on higher incomes. It puts money back into people’s pockets and keeps them connected to key local services. It encourages millions of passengers to get back on the bus by knocking close to a third off the average single fare, and more for longer journeys. Taking that forward, my officials will work with the sector to confirm operators’ participation in the scheme. We will also undertake a review of bus fares at the end of November 2024 to support the sector in moving to a sustainable, long-term footing.

In conclusion, what I have shared with the House today is part of the largest Government investment in bus services for a generation. It exceeds our bus back better commitments by half a billion pounds, providing certainty to industry, securing value for taxpayers, protecting access to vital public services, delivering our priority to grow the economy, and helping people with the cost of living. All the while, we will work with the sector to reform bus funding in the long term. We will work towards affordable and reliable bus services for everyone, everywhere, all at once. That is what the travelling public deserves, and that is this Government’s ambition. I commend this statement to the House.

[Madam Deputy Speaker (Dame Rosie Winterton)]

I call the shadow Secretary of State.

[Louise Haigh (Sheffield, Heeley) (Lab)]

Thank you, Madam Deputy Speaker, and I thank the Minister for advance sight of his statement.

Our bus services are in crisis. Bus users across the country listening to the statement today—waiting for a bus that never turns up and robbed of a service they depend on—will be wondering, frankly, whether the Minister is oblivious or in denial, and whether he understands the scale of the Government’s failure, even on their own terms. His party made promises that voters were entitled to think would be kept.

Two years ago, in the middle of the pandemic and when its effects were well known, the Conservatives launched their bus back better strategy. With great fanfare, they pledged a great bus service for everyone, everywhere. They promised it would be one of the great acts of levelling up. They pledged buses so frequent that people would not need a timetable. They said the Government would

“not only stop the decline”—

in bus services, but

“reverse it”.—[Official Report, 15 March 2021; Vol. 691, c. 50.]

Those promises made long after the effects of Covid were clear, and what has happened since? Last year, services fell by the second fastest level on record. Today, there are fewer buses on the road than at any time on record. Of the 4,000 zero-emission buses the Minister’s party promised, just six are on the road. Can that really be what the Prime Minister means by “delivery, delivery, delivery”? For bus passengers across the country, it sounds like “failure, failure, failure.” They are counting the cost of a party that simply has not kept its word and of 13 years of Conservative failure. In that time, 7,000 bus services have been axed. Those services were indispensable for connecting people to jobs, opportunities, friends and family. These lost connections have held back our economic growth, worsened our community life, and deepened our productivity problem. The Government promised transformation, but they have delivered a spiral of managed decline. Today’s announcement does nothing to stop that.

The funding announced to “support services” until 2025 is actually a significant cut—23% less than previous rounds of recovery funding and far short of what the operators have said is needed simply to maintain services. The consequence—whether or not the Minister will admit it—will be hundreds more services on the scrap heap. Even on the Government’s own terms, that is yet another extraordinary failure.

The Minister cannot hide from the reality with which so many people are living day to day. A woman in Hampshire told me she has to leave home three hours early for her hospital appointments to ensure she is there on time. There are students in Stoke who do not go into their town centre any more, because the bus back finishes at 7 pm. There are kids in Burnley who no longer have a school bus. What does the Minister have to say to them? Does he think their situation is acceptable after 13 years of Conservative Government? What hope does he have to offer them? This announcement shows that he is content simply to tinker around the edges of the broken bus system, to leave intact a system that gives local people no say whatsoever over the services they depend on, and to leave this country as one of the only in the developed world that hands operators unchecked power to slash routes and raise fares, with the people those decisions affect cut out altogether.

For years, communities have demanded that we fix the situation, and Labour will. Our plans will put communities firmly back in control of the public transport they depend upon. We will give every community the power to take control over routes, fares and services, and we will lower the unnecessary legislative hurdles that the Tories have put in their way. We will back the evidence showing that areas with local control and public ownership deliver greater efficiency, increased passengers and better services. Bold reform is needed, and 13 years into this Conservative Government, bus services are locked in a spiral of decline that communities are powerless to stop.

Today’s announcement shows that the Conservatives’ answer to this failing status quo is more of the same. After more than a decade of broken promises, the public will once again rightly conclude that the Conservatives cannot fix the problem, because the Conservatives are the problem.

[Mr Holden]

It was delightful to hear the shadow Secretary of State’s prepared attack lines, because I do not think she actually listened to the statement. We are exceeding the bus back better commitment by £500 million. I note that the hon. Lady did not mention the fact that Sheffield city region is getting £3.15 million today—[Interruption.] If the hon. Lady would let me speak, rather than shout at me from a sedentary position, she might actually learn something. Stoke, which she mentioned, has already had £31.6 million in BSIP funding. Hampshire, which she also mentioned, is also getting £3.6 million today.

The hon. Lady talked about her plan for the devolution of powers, but we have already done that. She does not seem to be paying any attention to what is happening in her own area of South Yorkshire, which has received £570 million. Greater Manchester is receiving over £1 billion over five years. That was never delivered by Labour in government, but delivered by this Conservative party right across the country. There are sustainable transport schemes and city region sustainable transport settlements—all delivered with money from this Government—[Interruption.] She shouts that this is about Labour Mayors, but we have done deals with Conservative Mayors and Labour Mayors. I do not care about party politics; I want to deliver for bus users right across this country.

That is different from the ideological approach taken by the hon. Lady, who seems to think that if everything was under total state control, everything would be better. We know from the past that that is not true. We want to deliver for people up and down the country. That is why we are extending the £2 bus fare, delivering for people on the lowest incomes right across the country. I know that the hon. Lady is in the pocket of the train drivers’ unions, but I suggest that she stand up for working people right across the country, the majority of whom use bus services.

Today, we are delivering £500 million of extra support and for an extra two years, not only for the cost of living, but for bus services right across the country. I think the hon. Lady would do well to follow our example and think of the long term, rather than ideological and political attacks.

[Madam Deputy Speaker]

I call the Chair of the Select Committee on Transport.

[Iain Stewart (Milton Keynes South) (Con)]

I warmly welcome this announcement, not least because the Minister has taken on board the recommendations made in the Transport Committee’s March report on the national bus strategy. It is right to focus on the necessary longer-term reforms, and I particularly welcome the intervention on BSIPs, which the Committee found were a mixed bag across the country. Some are working very well, but other authorities were not able to deliver a good plan. Will the Minister assure me that his officials will work with local authorities to design good new bus strategies for the areas that do not have one?

[Mr Holden]

I thank the Chair of the Select Committee for his question. He is absolutely right to point to bus service improvement plan funding as part of the package. We pledge to work with those local authorities, and will continue to do on delivering enhanced partnerships or franchising, depending on what they would like. My hon. Friend’s area of Milton Keynes will be getting £654,000 this year from the bus service improvement plan, which can go towards delivering the local services that are most under threat and protecting them for the future. The area will also benefit from the “Get Around for £2” scheme extension, and the £2.50 fare extension. Beyond that, on top of the money going directly to local authorities—not mentioned by the hon. Member for Sheffield, Heeley (Louise Haigh)—local operators across the country will be provided with money this year and next, including franchise operators in places such as Greater Manchester.

--- Later in debate ---

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

In principle, I welcome today’s announcement on fares by the Government. Anything that helps to make bus travel more attractive and drives modal shift is to be welcomed. [Interruption.] Just wait—there’s more!

In Scotland, we have taken a different approach, and extended free bus travel to include every Scottish resident under the age of 22. The feedback thus far is that we are seeing a big increase in travel among those groups, getting them in the habit of taking the bus and normalising public transport. However, when it comes to real investment and spending on bus infrastructure, I am afraid the DFT is still lagging well behind. Of the 3,500 buses farcically claimed by the UK Government as helping meet their target of 4,000 zero-emission buses for England outside London, nearly a fifth are funded by the Scottish Government, over whom the Minister has zero jurisdiction. He is using the success of the Scottish Government and others to cover for their own failure.

Incidentally, four weeks ago the Secretary of State promised the House that he place a letter in the Library setting out the details of the pledge and of delivery thus far, but we are yet to see that letter placed in the Library.

In Scotland, ScotZEB 2—the Scottish zero-emission bus challenge fund 2—was announced just this week, providing another £58 million to further enhance and improve bus services across the country, including in my own constituency. This will bring Scotland’s zero-emission bus fleet up to about the equivalent of 8,000 buses in England. In contrast, of the 1,342 buses in England outside London claimed as funded under the ZEBRA—zero-emission bus regional areas—scheme, only six are on the road. If I looked out of the window of my constituency office in Renfrew, in 15 minutes I would see more zero-emission buses passing by, serving passengers and contributing to the net zero transition, than are actually on the road through this Government’s ZEBRA scheme.

Will the Minister do the right thing, unlock the logjam in the ZEBRA scheme in England and at least try to catch up with its success in Scotland, and will he confirm that every penny spent as a result of this announcement will be subject to Barnett consequentials to allow the Scottish Government to continue their investment in our public transport network—investment that builds for an electric future?

[Mr Holden]

I thank the hon. Gentleman for his opening remarks, and I will address some of his later ones. On the Barnett consequentials—just to start off with that—all this money has been found within the Department for Transport. We are cutting our cloth without asking for more cash from taxpayers, which is exactly what we need to be doing in this situation.

It is interesting that the hon. Gentleman concentrated on talking about the ZEBRA scheme, which is not really the topic of today’s statement. It is interesting that he did not mention anything else because the Scottish national party is obviously not matching our £2 bus fare right across Scotland, which is quite a surprise. [Interruption.] Only people under the age of 22, the hon. Gentleman shouts at me, have free bus travel. People do not have that in Scotland; actually, it has no £2 fare cap at all. That is something we are delivering this year and will be continuing to deliver next year here in England.

In fact, one of the major bus operators spoke recently about the crisis of buses in Scotland due to the Scottish Government’s

“mix of ill-informed emotion and political dogma”,

while failing to help them meet the needs of reliant Scots—

[Gavin Newlands]

Let’s hear the name.

[Mr Holden]

The hon. Gentleman can look it up online. I can understand why he would want to ask questions of us, but I think he needs to ensure that the Scottish Government get their own house in order first.

[Tracey Crouch (Chatham and Aylesford) (Con)]

Today’s announcement is welcome, especially given that in my own constituency we have seen a vital rural route—the 155—withdrawn, removing connectivity and unfortunately increasing loneliness, particularly among the older population. There is another route—the 638—which is a school service, that is under threat, causing great angst for those who use it. The extra funding for Kent and Medway is appreciated, but could the Minister confirm when he expects the money to be allocated in order for the local authorities in Kent and Medway to plan ahead for the next academic year and save the 638 from being scrapped?

[Mr Holden]

I thank my hon. Friend for her question. She is indeed right that Kent and Medway will be getting extra support. In Medway, that amounts to over three quarters of a million pounds. Across Kent, on top of the almost £19 million it has already had from its first BSIP, the council will be getting an extra £2.3 million as a result of this announcement. On top of that, she will also see local bus operators receiving similar amounts of money, so she will see multiple millions of pounds for her local bus services. On when the cash will get paid, I will write to her directly. It will come in tranches at different stages, and I will happily lay that out in a letter to her. However, she can reassure her constituents that money is available and that cash is coming in, and that the local council as well as local operators will be able to use that money to fund the vital local services she mentioned.

[Liz Twist (Blaydon) (Lab)]

I look forward to discussing these issues in much more detail in my Adjournment debate on Government funding for local bus services this evening. The Minister will know, because we have neighbouring constituencies, how important bus services are to our constituencies and how absolutely essential it is to keep them, and he must know that this money will not be sufficient to maintain those services. This morning, the Minister claimed he was not going to pretend he can save every bus route. Can he confirm how many bus services he is willing to lose?

[Mr Holden]

I would like to thank the hon. Lady for her question, and we will be able to go into this in greater detail later. As she knows, hers was the first ever Adjournment debate I did, and I am looking forward to doing one with her again tonight. [Interruption.] Well, what has changed, despite the comments of the shadow Secretary of State, is that the north-east has already received £117 million of its £163 million of BSIP funding, and in addition it will also be benefiting today. I spoke to the leader of the hon. Lady’s council, Councillor Gannon, earlier today, before I came to the House, and talked him through the BSIP funding for the future. I would say that we obviously cannot protect every route—some routes will need to change—but the funding being delivered today will be hugely important to her and my constituents. Gateshead has had the levelling-up fund bid for more than 50 electric buses, with £100 million already and more to come with the bus service improvement plan across the north-east. Only last week, £1 bus fares were rolled out across the north-east for under-22s, thanks to the funding from the Government. That was never delivered under the last Labour Government, and I would have thought she would welcome more cash being available.

[Jack Brereton (Stoke-on-Trent South) (Con)]

I very much welcome the much-needed investment in buses. As the Minister has said, we have developed excellent plans to improve bus services, supported by the £31 million that the Government have committed to improve bus services in Stoke-on-Trent. Does my hon. Friend agree that it is vital that Stoke-on-Trent City Council now gets on and delivers on these plans?

[Mr Holden]

I thank my hon. Friend, who raises a vital point. Some £31.6 million—one of the highest per capita amounts anywhere in the country—was given to Stoke-on-Trent City Council, which now needs to deliver on its plans. My Department stands ready and willing to work with it, including on any flexibilities, as it sees the situation change. His constituents will also benefit from the £2 bus fare cap this year and the £2.50 bus cap next year, and his operators will benefit from the extra financial support over the next two years, providing long-term sustainability for those local bus services.

[Mike Amesbury (Weaver Vale) (Lab)]

The Minister will know that the real lived experience in constituencies such as mine is of buses being cancelled, buses not turning up and providers such as Arriva giving very short notice—not only to me as an MP, but to neighbouring MPs—about closing bus depots, and then going cap in hand to other providers such as D&G. There is now a legal dispute over TUPE between Unite and that provider. Other than illustrating the reality on the ground, the question I want to ask is: as Cheshire West and Chester have had no bus service improvement plan investment before, will it be a beneficiary this time around?

[Mr Holden]

As I said in my statement, every area that did not get bus service improvement plan money will be getting it this time, including both Cheshire East Council and Cheshire West and Chester Council. That will amount to more than £2.4 million—almost £2.5 million—for those local authorities to help them with bus services. On top of that, the local bus service operators will be getting BSOG plus, which will help them with route maintenance and expansion, if they feel they can do that. This is really good news for the hon. Member’s area, with the Conservatives delivering for the people of Cheshire.

[Edward Timpson (Eddisbury) (Con)]

Staying with the theme of Cheshire, may I welcome the £2.4 million announced today to support improvement plans for bus services across Cheshire? There have been issues locally, and that will go a long way to help plug those gaps. Does the Minister agree that this is an opportunity to consider how we start to evolve those bus services so that they meet the needs and demands of our whole population, including in rural areas? In particular, demand-responsive services are a way of trying to ensure that we have a bus network that delivers for people living in places such as Cheshire.

[Mr Holden]

My hon. and learned Friend is absolutely right. We need to look at the needs of buses, and the needs of the communities he serves, particularly rural communities. When bus service improvement plans were brought forward they went to specific areas, but they also ensured that somebody within the Department for Transport was working with local authorities in those areas to ensure a viable plan. I am obviously happy to continue to work with my hon. and learned Friend, especially with the extra money allocated, potentially to consider further interesting and innovative schemes, such as the demand-responsive buses he mentioned.

[Wera Hobhouse (Bath) (LD)]

The Liberal Democrats welcome the extension of the bus fare cap, but it will not resolve the fundamental issues. Between 2021 and 2022, 1,100 bus services were cut, including 51 in the south-west, which will badly affect residents in my Bath constituency. Will the Minister remove the ban on local authorities running their own bus services, and give councils more powers over local bus services for local people?

[Mr Holden]

We are always prepared to consider different proposals, and I welcome the hon. Lady’s comments about extending the £2 bus fare across England. It is great to get Opposition support for that. I would also point to some of the positives that are happening across the West of England Combined Authority area, such as the £570 million of long-term funding to help improve services. There have been huge upgrades there, and coming over the next few years. A recent £7 million package of improvements in Bath means that buses run every 15 minutes, but we are always happy to look at further developments in the future.

[Mrs Heather Wheeler (South Derbyshire) (Con)]

May I put on record my thanks for the £47 million that Derbyshire has already been given for bus services? Will my hon. Friend explain a little more about the benefits of how that £47 million will be used, particularly in South Derbyshire?

[Mr Holden]

I thank my hon. Friend. She is right to say that Derbyshire was one council area that got a significant amount of funding in the initial bus service improvement plan allocations. That will be used to help improve bus services, and I reassure her that that funding is flexible and able to meet needs as they change following the pandemic, and changing patterns of travel. I also reassure her that in addition to that money, all her constituents will benefit from the extension to the £2 fare cap, and the £2.50 fare cap. Bus operators across her constituency will also benefit from the BSOG.

[Mr Clive Betts (Sheffield South East) (Lab)]

I welcome any increase in funding, however inadequate. The Minister mentioned Ukraine and covid—of course he has—but the reality in South Yorkshire is that bus journeys have fallen by 50% since this Government came to power in 2010. Given the great promises made by the previous Prime Minister but one about the expansion in bus services that we would see, and given that the Minister will have done an impact assessment on the proposals, will he tell us by what percentage bus journeys are expected to rise by April 2025; or will the measures simply slow the decline that has been taking place for the past 13 years?

[Mr Holden]

I am glad the hon. Gentleman welcomed the more than £3 million extra, on top of the £570 million we have already awarded to the city region, the major £44 million regeneration for South Yorkshire’s transport system that we announced, the £16 million for a planned fleet of electric buses for Sheffield and South Yorkshire, and the £8.4 million of ZEBRA funding. With a Labour Mayor running his city region, he will know that it is up to local authority leaders, including an elected leader in his area, to decide exactly how they allocate the money and what they want to do. In South Yorkshire car ownership has risen over recent years, and how that is managed is up to local leaders to determine. We are providing the funding, and it is up to local leaders to decide what they do with it.

[Alun Cairns (Vale of Glamorgan) (Con)]

Investing in bus services and protecting routes is obviously a priority for the UK Government, who have that responsibility here in England. That contrasts significantly with the Labour Government in Cardiff Bay, who are cutting grants to bus operating companies. The consequence is that in my constituency pupils cannot get to school, pensioners cannot get to town centres, and people in rural communities are isolated in their own homes. Will the Minister join me in campaigning to challenge the Welsh Government to follow what the UK Government are doing in England, so that my constituents are not exposed in the way they are?

[Mr Holden]

My right hon. Friend will know that there is currently a total cliff edge in Wales on 24 July—no plans for the future; no long-term plan, such as that in England with two years of extra funding; no £2 bus fare; and it is all under the devolved authority for 23 years of the Labour-controlled Welsh Government. I obviously want them to do something similar to what we have done in England, because bus services are vital, particularly for elderly or lower paid people, and for young people and students going to college and university. I ask them to think again about the way they treat not just buses but roads in general. We need proper long-term investment. But again, it is up to them how they spend their money.

[Mary Kelly Foy (City of Durham) (Lab)]

A cap on fares is not much use if a bus does not turn up. The Minister even stated on his social media this week that people in County Durham need access to a car or a van to get around. Does he believe that he is improving bus service reliability if providers are slashing routes and services?

--- Later in debate ---

[Mr Holden]

I thank the hon. Gentleman for her interest in my local social media posts. This Government, unlike the previous Labour Government, have already provided £117.8 million in bus service improvement plan allocations. I do not know whether she noticed the response I gave to the hon. Member for Blaydon (Liz Twist), but earlier today I spoke to Councillor Gannon, who runs the North East Combined Authority’s transport scheme, and he welcomed what we are doing. On top of that there is more money to come, and the £2 bus scheme announced today. But it is not all about that; this is about protecting local services. I am sure that when she—[Interruption.] When the hon. Lady looks at the amount of money—[Interruption.] She has called me far worse in the past on the House of Commons terrace, as we all know, and I thank her for her unreserved apology for that at the time. We are putting in investment that the Labour party never did, and when she looks at the moneys going into Go North East and Arriva North East over the next few weeks, she will see how much they are getting and how that should benefit local users across the great county of Durham.

[Paul Howell (Sedgefield) (Con)]

I welcome today’s announcement. As has been said, bus access is fundamental for many of my constituents across a large rural area, and the BSIP that is coming through, and getting around for £1 for the under-21s, is fabulous. As the Minister knows, we have an issue with service levels—he has been working with me to see what we can do. A survey has just gone out in Trimdon that suggests that accessibility is a much bigger issue than cost. Will the Minister continue to work with me to try to find better solutions and different ways of doing this, to get people the access to leisure or work that they deserve?

[Mr Holden]

My hon. Friend is right about accessibility, and I am fully aware of the issues he has raises with Trimdon. On accessibility more broadly, he should be reassured that with audio-visual alerts on buses we really are rolling out those upgrades right across the country to make buses more accessible to as many people as practically possible. He is fully aware of the £163 million pledged to the north-east for the bus service improvement plan, and I am looking forward to working with him, particularly on the cash allocated to County Durham, to see how we can ensure that, in particular, those delisted rural former pit villages really get the services that they need so that opportunity is spread across our beautiful constituencies.

[Andrew Gwynne (Denton and Reddish) (Lab)]

The reality, though, is that taxpayers today are paying much more than they have ever done for a smaller bus network. That is because bus operators have been allowed to play a failing system for far too long. I will give the Minister an example. The 375, which once ran in my constituency between Stockport and Ashton, was a marginally profit-making service operated by Stagecoach Manchester, but it played the system by splitting the route into two non-profit-making services and asked the Greater Manchester Passenger Transport Executive, as it was, for not one but two public subsidies. That, in the end, is what happened to save that service. When will he finally get to grips with the bus operators who play the system?

--- Later in debate ---

[Mr Holden]

The hon. Member will be fully aware that this Conservative Government have already allocated £94.8 million to Greater Manchester through the bus service improvement plans, on top of £1 billion to Greater Manchester for the city region sustainable transport settlement. On how buses are operated, he will be fully aware of the desire of the Mayor of Greater Manchester to go to a franchising model, which the Government have allowed and are supportive of. I look forward to working with him and any other local authorities that wish to move in that direction. What I will say, however, is that franchising services means that local taxpayers end up carrying a much greater portion of fare box risk. People need to be able to justify that to their local taxpayers.

[James Wild (North West Norfolk) (Con)]

Extending the £2 cap is welcome. Does my hon. Friend agree that as well as price, frequency of service is vital and that, thanks to the £50 million granted to Norfolk County Council, there are now more buses going to Castle Rising, Grimston and other parts of North West Norfolk? There is also a travel hub coming to Hunstanton, and there will also be new bus lanes.

[Mr Holden]

I thank my hon. Friend for mentioning Norfolk. It was wonderful recently to visit his fantastic constituency as well as that of my neighbour, my hon. Friend the Member for North Norfolk (Duncan Baker), to see some of the improvements happening in terms of bus funding. I have said to all councils that, if flexibility is needed from their initial BSIPs, we are always willing to look at that. I am grateful to my hon. Friend for raising Norfolk, where there has been a really proactive county council driving forward bus service improvements as well as improving its road network, which is another issue that I know he cares deeply about.

[Darren Jones (Bristol North West) (Lab)]

Since 1 March, my constituents have been logging their daily experiences of bus services in my Bristol North West bus survey. Since then we have had over 200 reports of so-called ghost buses: buses that are timetabled but never turn up. What in the Minister’s statement will stop that from happening?

[Mr Holden]

The key thing is that we have provided tens of millions of pounds a year for the next few years for bus service operators right across the country. While the Opposition bang on with their ideological battles about who owns the services, I am interested in getting services delivered for the people. Already across the West of England Combined Authority area, £105.5 million has been made available as part of the Government’s plan to deliver bus service improvements. I have already said to the hon. Member, as I have said to all the Metro Mayors I have managed to speak to today, that I am willing to look at their bus service improvement plans and to be flexible with them if they want to change how they are operating things.

[Cherilyn Mackrory (Truro and Falmouth) (Con)]

I thank the Minister for his statement and for coming to visit us in Cornwall earlier in the year. Bus users in Cornwall are saving £5 million in a given year thanks to the scheme, and sales are actually up, contrary to what we have heard from Opposition Members. The users are a mix of tourists and locals, with the scheme helping them get back into work as well as stopping loneliness and isolation. It is helping businesses as well. Will he join me in thanking all officers at Cornwall Council who are involved in making this a great success, along with our transport lead, Connor Donnithorne, and the bus operators? It is going very well in Cornwall.

[Mr Holden]

I thank my hon. Friend for mentioning Cornwall. I had a fantastic visit there with her recently to see “Love the bus” and services locally. Cornwall Council has done exceptionally well with its initial £13.5 million bus service improvement plan and it will be getting just under another £2 million as part of this extra allocation. Cornwall is a great example of enhanced partnerships working really well to deliver for people, with more bus users and the £2 bus fare saving millions of pounds for local residents and tourists who visit Cornwall every year. I urge Opposition Members to look at Cornwall as a good example of where enhanced partnerships can really work to deliver for people and local businesses. This is not an ideological approach but one based on delivering for local people.

[Barbara Keeley (Worsley and Eccles South) (Lab)]

In our north-west region, bus services have been cut by nearly 16%. It is not just about the funding amounts that the Minister is reading out; it is about the structures, as my hon. Friend the Member for Denton and Reddish (Andrew Gwynne) said. Nowhere else in the developed world do bus operators have so much power over routes and services. In my constituency, that has meant cuts to the point where some constituents cannot even use a bus to get to Salford Royal Hospital or to use other vital services. In Greater Manchester, we are fixing that, but does the Minister agree that only Labour’s plans would give all our communities the control that they need to hold bus operators to account?

[Mr Holden]

My understanding is that there is no plan for more money from Labour, and there was no plan for more money for buses today from Labour. That is just like what we see in Labour-run Wales, with no plan for the future. In fact, it is particularly interesting that the Leader of the Opposition recently stated that Labour-run Wales is a model for the Labour Government. What we see here is a Conservative Government actually delivering for people across the country.

The hon. Lady talks about powers. I am happy to work with the increasing devolution across the country, as I have done with the Mayor of Greater Manchester, which has had more than £1.07 billion in city region sustainable transport settlement funding, £94.8 million from the BSIP and more than £200 million for Transport for Greater Manchester and the commercial bus operators. I have said that I do not mind the model; she is obsessed with it.

[Brendan Clarke-Smith (Bassetlaw) (Con)]

I thank the Minister for his excellent and overwhelmingly positive statement, which will be welcomed by many, in contrast with Opposition Members’ doom, gloom and what appears to be uncosted nationalisation. Will he confirm that, without the cap, some single bus fares could have risen to about £6 each, as opposed to £2 thanks to the cap, and that that will benefit people who live in rural and remote areas such as mine in Nottinghamshire?

--- Later in debate ---

[Mr Holden]

I thank my hon. Friend for his question. He is absolutely right. In Labour-run Wales and SNP-run Scotland, bus fares are uncapped. In England they are now capped at £2. I point out that on top of £18.7 million of BSIP funding, Nottinghamshire County Council will receive another £1.2 million directly. On top of that, further money will be going to his bus operators locally to enable them to provide and enhance local services.

[Stephanie Peacock (Barnsley East) (Lab)]

Will today’s announcement mean more buses in Barnsley?

[Mr Holden]

That is up to the Mayor of South Yorkshire and his decisions.

[Robin Millar (Aberconwy) (Con)]

I welcome the announcement. The Minister is right that there is a cliff edge, and operators such as Llew Jones in my constituency can only look on in envy at the levels of support being offered. We face a cliff edge in Wales. In particular, it is estimated that some 15% of routes are at risk of closure. The T19, which joined communities in Llandudno, Dolwyddelan and Llanrwst along the Conwy valley and beyond, closed in February, and that has disrupted lives along the valley ever since. Will he join me in pressing the Welsh Government? Given their generous settlement of £1.20 for every £1 given in England, does he agree that there is space for them to find funding from within their transport budget to support such routes?

[Mr Holden]

I thank my hon. Friend for his question. In England we have found money for buses from within our budgets, so I definitely encourage other parts of the United Kingdom to do the same. In Wales we have sadly seen a far too ideological approach, including changing speed limits across the country at an estimated cost of £32.5 million in implementation alone and potentially with major economic costs knocking on. The 15% that he mentioned in Wales is on top of what has already been lost. Wales cannot be a model for the future, and the Welsh Government really should look to the support that we are providing in England, including those lower-cost fares for young people, to deliver for people across the country.

[Kerry McCarthy (Bristol East) (Lab)]

When I speak to the metro Mayor of the West of England about the need to reinstate some of the bus services we have lost in recent years—bus services that might not be commercially viable, but are incredibly important for the people who rely on them to get to school, work, hospital and so on—he tells me that one of the problems is that often the money he is given is ringfenced or specified for particular purposes and he is not free to make decisions on how it is spent. Can the Minister assure me that, with the money going to the West of England Combined Authority today, I can go to the metro Mayor and say, “Please spend this on the buses in my constituency,” and he will be free to do so?

[Mr Holden]

The £2 scheme is England-wide, so that has been allocated by central Government. The cash going to local bus service operators—the bus service operators grant—is there for them to support their services. More broadly, the West of England Combined Authority has had £105.5 million. That is what it bid for, and it chose the schemes it wanted to do. I am prepared to ensure that there is maximum flexibility to preserve and enhance bus routes wherever possible. If the metro Mayor would like to speak to me further—I tried to call him today; he sent me a message to say that perhaps we would speak later—I would be very happy to speak to him about that and to have my civil servants work with him.

[Andy Carter (Warrington South) (Con)]

I welcome the Government’s announcement today on the extension to the £2 capped fare. The Minister very kindly visited Warrington earlier this year. He saw the transformation of the new bus depot on Dallam Lane, which was paid for in part by the town deal. However, 18 months ago Warrington Borough Council was given more than £20 million to acquire a new fleet of zero-emission buses. The Labour council is still to place an order for those buses. May I urge the Minister to use his office to put a rocket up the exhaust pipe of Warrington Borough Council and get those buses ordered?

[Mr Holden]

I thank my hon. Friend for his question and the charming way in which he put it. I was delighted to visit Warrington with him recently, and I will continue to work with him to press the local council to get on with the job and deliver for the people of Warrington, just like he does every day.

[Matt Rodda (Reading East) (Lab)]

Council-owned bus companies such as Reading Buses provide award-winning services. That has allowed it to grow its business and offer a very high quality of service to many local residents. For example, our No. 17 bus route has a bus every seven minutes and we also have night buses. When will the Minister agree to allow more local councils to run their own bus companies, and when will he agree to more franchising?

[Mr Holden]

The hon. Gentleman asks about franchising. As I have said, I am not ideological about that, unlike the hon. Member for Sheffield, Heeley (Louise Haigh). My hon. Friend the Member for Truro and Falmouth (Cherilyn Mackrory) mentioned her fantastic bus network in Cornwall, which is run by an enhanced partnership. I understand that it is quite difficult for the Labour party not to be ideological about these things. What I would say is this: do what works for your area, just like we are doing in the north-east of England, where we are working with local operators to deliver for local people.

[Dean Russell (Watford) (Con)]

I welcome this extensive set of measures to improve buses across the country, and I thank my hon. Friend for visiting Watford recently to talk about the challenges in my area. Does he agree with my recent ten-minute rule Bill on ensuring that bus users everywhere are consulted when timetable changes are planned so that they have their voices heard? Even if we do not legislate on that, will he encourage all operators to follow that process?

[Mr Holden]

I thank my hon. Friend for that question. I was delighted to visit Watford with him recently. I reassure him that on top of the £29.7 million that is going to Hertfordshire more broadly, there will be another £1.5 million of funding for the council following today’s announcement and, on top of that, the bus operators will be getting money to support local services. I encourage them to use the enhanced partnership money as an opportunity to work even more closely with local authorities to ensure that bus service users get to know first about any proposed changes.

[Helen Morgan (North Shropshire) (LD)]

I welcome the Minister’s statement, in particular his acknowledgement that in rural areas bus services are an essential lifeline for people who do not have access to a car. Unfortunately, in North Shropshire over the last 18 months we have seen bus services cut at the beginning and the end of the day, as well as reductions in frequency. Part of the reason for that is the low amount paid by Shropshire Council for concessionary fares. Will the Minister outline how local councils can be supported to increase the level of concessionary fares, so they are more evenly allocated across England? Will he outline in detail how my constituents will see an improvement in their bus service, rather than a further deterioration?

[Mr Holden]

I visited the hon. Lady’s constituency just before she was an MP and I am sure I will be doing so again. The £2 bus fare is operating right across the country. On top of that, we have concessionary fares for retired and disabled people. Those are there across the piece. Bus operators in Shropshire will be getting significantly more money. Shropshire Council did not get the initial round of BSOG funding, but I am delighted to let her know today that it will be getting £1.5 million to support local bus services. I hope she will use her offices to ensure that that is spent on local people so that they get the services they deserve.

[Peter Gibson (Darlington) (Con)]

I welcome the content of my hon. Friend’s statement, with the extension of the £2 fare and the news of additional funding for Darlington and the wider Tees Valley. Will the Minister join me in applying some pressure on Arriva North East, which operates the majority of services in Darlington, to further improve the reliability of essential routes and service punctuality?

[Mr Holden]

I thank my hon. Friend for his question. Again, it was a delight for me to visit his constituency. In fact, I visit it quite regularly on the way up to my constituency. He is quite right. I spoke to the Mayor of Tees Valley Combined Authority today. He was delighted with the £1.53 million extra that will be coming this year as part of the new BSOG allocation for Tees Valley, and he wants to work with local operators to see where it can be best used to support local bus services. On top of that, Arriva North East will be getting a funding settlement. I look forward to working with my hon. Friend and other colleagues to ensure that that cash supports not just current bus services but potential new ones in the right places.

[Jonathan Gullis (Stoke-on-Trent North) (Con)]

Bus services in Stoke-on-Trent have halved since 2009-10, in large part due to covid, as has been reported by Richard Price, the local democracy reporter for The Sentinel. Of course, another challenge we face is that First Bus in particular has been doing a bad job of delivering good routes and reliability, which has meant that passenger confidence has plummeted across Stoke-on-Trent. We are grateful for the £31.5 million that has come in through the bus service improvement plan. What we now need is for the Minister to come to Stoke-on-Trent—he seems to have toured everywhere else across the United Kingdom—to put pressure on Stoke-on-Trent City Council to deliver on the plans the Government have funded and hold a summit to talk about creating a north Staffordshire transport authority to better connect places like Kidsgrove and Talke to the great city of Stoke-on-Trent.

[Mr Holden]

I thank my hon. Friend for welcoming the cash that is there and ready to go in Stoke-on-Trent for bus service improvement. I would be delighted to visit him and to speak with the council. On my recent visit to Stoke-on-Trent, I visited Stoke-on-Trent Central rather than Stoke-on-Trent North, but I will remedy that at the earliest possible opportunity.

[Marco Longhi (Dudley North) (Con)]

I thank the Minister for his excellent statement and all the measures contained therein, in particular the £2 fare cap, which many of my Dudley constituents will benefit from, just as they will benefit from the new transport interchange when it is built by this Conservative Government. Building on the point made by my hon. Friend the Member for Watford (Dean Russell), will the Minister use his good offices to ensure, together with the excellent Mayor Andy Street and Dudley Council, that the timetabling by bus operators is looked into? There is a suspicion that a little gaming is happening, especially in respect of the timetabling of buses in the late afternoon and evening.

[Mr Holden]

I spoke to Mayor Andy Street late last night and will have further conversations with him in the near future. I will raise that issue with him to see if we can make more progress in that area.

One of the most interesting elements of the £2 fare is that it is for long bus routes too. Some of the cross-border routes from Dudley out into Staffordshire will benefit from it. It is not within region. One of the most important aspects of what we are trying to deliver is that it is for people who are travelling a distance right across the country.

[Paul Bristow (Peterborough) (Con)]

The £2 bus fare cap in Peterborough has been an enormous success, and I thank my hon. Friend for that. He will be aware that the leader of Peterborough City Council, Councillor Wayne Fitzgerald, and I are keen to start the electrification of bus services in the city. Unfortunately, the Labour Mayor of Cambridgeshire and Peterborough Combined Authority only seems to have eyes for Cambridge. Will my hon. Friend continue his support for me and the Conservative-led city council to make our plans to electrify our bus services a reality?

[Mr Holden]

Again, I was delighted to visit Peterborough during the recent local election campaign, and I congratulate my hon. Friend on his local successes. Today, we are providing Cambridgeshire and Peterborough Combined Authority with an extra £2.3 million to support local bus services, on top of the support that will go to operators. I was delighted to meet council leader Wayne Fitzgerald recently in Parliament at my hon. Friend’s invitation. I look forward to working with him and my hon. Friend as we try to get the local combined authority to wake up to how important Peterborough is, as my hon. Friend never fails to mention.

[James Daly (Bury North) (Con)]

I thank the excellent Minister for his statement today. Let me give him a practical example of how the announcement is levelling up not just in my area but throughout the country. For £2, someone can travel from Accrington in the constituency of my hon. Friend the Member for Hyndburn (Sara Britcliffe), through Rossendale and Darwen to Ramsbottom in my seat and into central Manchester. That is creating opportunity and jobs, and it is a fantastic announcement. I know that behind the figures, a lot of people will thank the Minister for making travel affordable and increasing individual opportunity for people throughout the country.

[Mr Holden]

I thank my hon. Friend for his point. I want to see people travelling not just from Accrington to Manchester but to Ramsbottom and Rossendale and out to Hyndburn and Burnley with the £2 bus fare. It is about driving connectivity, particularly for those on lower incomes, right across our country. I thank him for welcoming the scheme and I look forward to seeing him on the X43 soon.

[Anthony Mangnall (Totnes) (Con)]

I shall not take it personally that I think mine is the only constituency that the Minister has not visited. He is welcome whenever he wants to come down. We have launched a bus route in co-operation with GWR, which goes through Tally Ho. The 164 goes all the way from Totnes, through Kingsbridge, to Salcombe. It is a perfect example of services being joined up.

I welcome today’s decision on the £2 cap and the extension into November 2024, but I implore the Minister to use that time to create the landscape to allow more bus routes to be created. Within that, we need to look at deregulation and at more co-operation. On top of that, we need to launch the demand responsive transport pilot scheme in more areas across the country. Finally, we need to find a way not to charge 16 to 18-year-olds to go to school, because we want to keep them learning.

[Mr Holden]

I have huge sympathy for my hon. Friend’s comments about 16 to 18-year-olds. It was a decision made by the last Labour Government, when they increased the school leaving age, not to also increase the age of free bus travel. Sadly, that is a matter for the Department for Education. I encourage him to take it up with that Department, and I would be delighted to support him in doing so. Devon County Council will receive an extra £1.7 million outside the latest allocation, on top of the £14 million it has already had. I hope that it uses that extra money in the way my hon. Friend suggested: to bring together local services. Finally, I congratulate him on getting married at the weekend.

[Paul Holmes (Eastleigh) (Con)]

I declare an interest, as the Minister has visited my constituency too. Elderly residents who rely on bus services to Eastleigh town centre to do their shopping have had bus services disappear. That means that the town centre has struggled in the last couple of years. Will the Minister outline the support that the Government are giving Hampshire County Council? Can he advise me how I can lobby for a joined-up approach between bus operators and the county council to ensure that bus services return to Eastleigh town centre?

[Mr Holden]

It is true that I get around. It was great to visit my hon. Friend, too. The local authorities in Hampshire are getting £3.6 million for local bus services. I hope that that money, plus the money that we are giving to the bus operators, will bring them together through the enhanced partnership model that the Government are pursuing, to look at how they can better serve his constituencies. He is a real champion of transport in his area. I have visited not only the buses on his patch but the very noisy motorway. I hope to see progress on that before too long.

Draft Strategic Highways Company (Name Change and Consequential Amendments) Regulations 2023

Richard Holden Excerpts

Tuesday 16th May 2023 General Committees

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

I beg to move,

That the Committee has considered the draft Strategic Highways Company (Name Change and Consequential Amendments) Regulations 2023.

It is a pleasure to serve under your chairmanship, Mr Robertson. The name change was implemented in 2021, and National Highways completed a range of administrative, legal and digital changes to make it so. The draft regulations will make the consequential changes required to update the most relevant legislation to reflect the name change.

The legislation to be amended was identified by a legal analysis of all the almost 100 references in legislation to the previous name, “Highways England”. As a result, five pieces of legislation were identified for amendment via this statutory instrument as those in respect of which there was the most risk of ambiguity or confusion arising over time should the old name remain: the Appointment of a Strategic Highways Company Order 2015; the Infrastructure Act 2015 (Strategic Highways Companies) (Consequential, Transitional and Savings Provisions) Regulations 2015; the Equality Act 2010; the Equality Act 2010 (Specific Duties and Public Authorities) Regulations 2017; and the Local Transport Act 2008.

Furthermore, where possible the amendments to be made will future-proof the legislation against any future name changes. We are doing this for three of the five pieces of legislation we are amending by inserting a reference to a

“strategic highways company appointed under section 1 of the Infrastructure Act 2015”

instead of inserting a potentially time-limited reference to National Highways.

To conclude, the draft regulations will make consequential changes to a small number of references to Highways England that were identified by a legal analysis as those the most at risk of leading to ambiguity or confusion over time. Where possible, the amended wording has been future-proofed. I hope Members will join me in supporting the draft regulations, and I commend them to the Committee.

Draft Public Service Vehicles (Accessible Information) Regulations 2023

Richard Holden Excerpts

Thursday 11th May 2023 General Committees

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

I beg to move,

That the Committee has considered the draft Public Service Vehicles (Accessible Information) Regulations 2023.

It is a pleasure to serve under your chairmanship, Sir Robert. The draft regulations, made under powers conferred by the Equality Act 2010 as amended by the Bus Services Act 2017, will require operators of local bus and coach services in Great Britain to provide audible and visible information on board.

A lack of on-board information on buses and coaches can make it impossible for many disabled people to travel independently, confidently or, indeed, safely. I wonder how many times right hon. and hon. Members have boarded a bus in an unfamiliar area or late at night, unsure how they will recognise their intended location when they reach it. They might ask the driver or other passengers for assistance, but the chances are that they will spend the journey anxious about missing their stop and being stranded in an unfamiliar location. That is probably an occasional experience for many, but for millions of disabled people it can be an everyday reality every time they travel.

Visually impaired passengers may be unable to identify bus stops as they pass them. Autistic people or passengers with cognitive impairments may need help to track their progress along a route. Wheelchair users travelling backwards in a wheelchair space may not even have a clear view of their location. I know that bus drivers up and down the country try their best to provide passengers with the necessary help, but the fact is that remembering to alert a passenger in time to alight may sometimes slip their mind, given the multiple other tasks that they must perform.

A 2014 survey by the charity Guide Dogs UK found that 70% of visually impaired respondents had missed a stop, having asked the driver to let them know when to get off, when the driver simply forgot because of all their other tasks. Disabled people with other impairments will probably relate to that unpleasant experience. Such incidents curtail the independence of disabled people affected and are likely to dissuade many people from boarding a local bus in the first place. Similar anxieties can have an impact on the confidence of women and girls, as well as other people made vulnerable while travelling, who might find themselves in unsafe situations or unsure where to alight, particularly in the evenings. Ultimately, that lack of confidence may prevent people from accessing the education, employment or leisure activities that vital bus services support.

What is the solution? Members who take London buses will know that on-board route and location information is nearly ubiquitous in the capital. In places such as Brighton, Blackpool, Edinburgh and Cardiff, passengers have also benefited from the roll-out of such technology, thanks to the efforts of their local operators; I recently did so myself up in County Durham, on the X15 between Lanchester and Durham.

Despite the benefits for passengers and the good work of some operators, however, the provision of such information remains far too inconsistent across the country. Since 2017, provision in Great Britain has crept up from 36% to 43%. That means that in practice disabled people still cannot board a bus with any certainty that the information that they need to travel with confidence will be provided as standard. With proven, time-tested technology already on the network in some towns and cities, it cannot be right that disabled people in so many communities are still being left behind. It is time for a change.

[Ian Lavery (Wansbeck) (Lab)]

Guide Dogs UK encourages MPs to put a blindfold on, get on a bus and experience what people with auditory and visual impairments have to experience every time. It really is—I was going to say “eye-opening”—something we should all do to experience what disabled people suffer almost daily. Does the Minister agree that we should encourage MPs to take such journeys to experience what disabled people experience?

[Mr Holden]

I thank the hon. Member for that important point. As I said, many people will have had the experience of missing their bus stop because of a lack of information. I sometimes miss my stop just looking out of the window at the beautiful County Durham countryside. Missing their stop is an everyday occurrence for people who do not have the information to hand, because they are reliant on some senses but not others. The hon. Member makes an important point, as Guide Dogs UK has done with its campaign.

To level up services across the country, the draft regulations will create a new requirement for operators of local services in Great Britain to provide accessible on-board information. They specify that that must include information about the route, the next stop, route termination, diversions and hail-and-ride sections. The regulations are the product of engagement with stakeholders representing disabled people, bus and coach operators and specialists in the provision of information, as well as our statutory advisers, the Disabled Persons Transport Advisory Committee. They attempt to strike a balance between delivering meaningful benefits for passengers and minimising negative impacts on operators. They are about setting the outcomes that disabled people need, but leaving it to operators to determine how they should be met.

Passengers will be able to expect a minimum standard for on-board information across the country, helping them to travel with confidence. The limited number of technical requirements in the draft regulations, such as the minimum volume level, are intended to support that minimum standard across the board. Meanwhile, operators will be able to choose the technology that suits their business and their vehicles. We have already ruled out the option of forcing passengers to rely on smartphones to access information, as disabled people are much less likely than non-disabled people to own them, according to recent Ofcom research. However, on the wider question of technology, we recognise that one size does not fit all. We are certainly not in the business of telling operators to choose one brand of on-board system over another.

Although I am hopeful that most operators will embrace the new requirements as an opportunity to improve the service available to all passengers, I am conscious that, for some, any additional expense may be concerning. We have therefore designed the policy with the smallest, most marginal operators in mind. In particular, we have allowed more time for operators of older vehicles to comply. We have also exempted most community transport, including all vehicles operated under section 19 permits and all existing vehicles used under a section 22 permit.

Even with the proposed exemptions in place, by October 2026 almost every service that people use on a day-to-day basis will be expected to provide accessible on-board information under the regulations. In fact, with compliance focused initially on new and nearly new vehicles, passengers should begin to see and hear a difference from October next year. To be clear, that difference will be experienced by passengers across England, Scotland and Wales. We listened to stakeholders in all three nations while developing the regulations, and we expect the regulations to support independent, confident travel for disabled passengers and others throughout Great Britain.

To help the industry to understand the new requirements, we will issue guidance under section 181C of the Equality Act 2010. That will include advice about managing potential conflicts between passenger needs, as well as opportunities to go even further in making services accessible.

I will explain the enforcement processes for the draft regulations. We know that operators will want to do the right thing and that they will see the provision of audible and visible information as an integral element of a high-quality and accessible customer experience. If something goes wrong, however, passenger complaints should in the first instance be dealt with by the relevant operator. If they remain unresolved, they can be escalated to Bus Users UK or London TravelWatch for arbitration and potentially referred to the Driver and Vehicle Standards Agency. The DVSA will investigate alleged breaches, referring them to traffic commissioners in appropriate locations across Great Britain.

We want to work with the industry to establish accessible information as a mainstay on our buses. That will help to build the confidence that is so critical to getting people back on to local transport services, which is something that hon. Members have been in touch with me about. They are particularly concerned about concessionary fare users, many of whom will be disabled people who lack the confidence to come back on to the network. We hope that this will be a move in the right direction.

[Siobhan Baillie (Stroud) (Con)]

I thank the Minister and the Department for this very important legislation. It is common-sense and compassionate, so it is much needed. I am interested to know about the Minister’s discussions with the industry. As it stands, about 46% of buses have audible and visible information on board. For the 54%, what is the likely timescale for getting this stuff implemented and in action? Will there be a review to make sure that we are holding people’s feet to the flames to get things happening?

[Mr Holden]

I thank my hon. Friend for raising that point. There are three deadlines in place: any new buses coming online by October 2024 must have the required information, buses built between October 2014 and September 2019 must have it by 1 October 2025, and pre-2014 buses must have it by 1 October 2026. It will be done in stages, but they will be quite quick stages over the next three years.

As I said, on a recent bus journey in County Durham I saw operators starting to retrofit services in anticipation of the deadlines. We expect compliance to be ahead of schedule, but we have important measures in place that can go right the way through to traffic commissioners, who will decide whether people can operate bus services at all if there is non-compliance. Having spoken at length to the Secretary of State, I am hopeful that we will not see non-compliance, however, and I know that the Department is engaged at length on the issue. I do not want to see people losing licences; I want to see people getting on board as quickly as possible.

We remain committed to the simple but powerful idea, set out in the inclusive transport strategy, that disabled people should have the same access to transport as everyone else. The draft regulations will level up local services, particularly outside London, and will encourage more people back on to the buses and support disabled people to travel confidently and independently across the whole of Great Britain. They will also have knock-on consequences for the rest of the population. Hopefully, providing access to extra information at people’s fingertips will encourage more people back on to our bus network. I commend the regulations to the Committee.

--- Later in debate ---

[Mr Holden]

I thank everybody who has attended today, and I thank the Opposition spokesman, the hon. Member for Wakefield, for welcoming the proposals. A couple of the highly charged political points that he made at the end of his speech were, I thought, slightly disappointing. The Government have put more than £2.1 billion into supporting the bus network since the start of the pandemic. I have been involved personally, as I know previous Ministers have been, in signing off huge devolution deals, which never happened under the last Labour Government. The deals will support enhanced partnership working or franchising right across the country, including for the Mayor of Greater Manchester and in Merseyside, along with the bus service improvement plans that we have put in place right across the country, providing millions and millions of pounds for local bus services.

In answer to the specific question about wheelchair users, the requirements will come into force for forward-facing wheelchair spaces from 1 October this year, and for all wheelchair spaces from October 2024. That is being phased in with the other requirements for the older buses. I hope that that addresses the hon. Gentleman’s specific points.

Before I draw my comments to a close, let me reiterate some of the strengths of the draft regulations, which are grounded in the idea that disabled people should be able to move around this country as easily as anybody else and that where barriers remain, we will challenge them at every opportunity. They also recognise the tremendous experience and expertise in our bus and coach industry and seek to harness them to provide proportionate solutions.

The hon. Gentleman mentioned grant funding. We are providing £4.65 million for the smallest operators: that is targeted at those with 20 vehicles or fewer, and the cost estimates stand at about £2,500 to £5,500 for each of those vehicles. We estimate that the cost to the industry overall will be £8.6 million for the retrofitting, but we expect to see some of that cost being offset by increased use among disabled passengers. There will be an uplift for the industry as a result of having that in place, but we recognise that for smaller operators there may be up-front capital costs that affect their cash flow, which is why we are providing extra money. The legislation supports the idea that accessibility should be a universal right, wherever anyone lives in Great Britain.

May I say how immensely grateful I am for the sustained and pragmatic input of all our stakeholders, the devolved Administrations and particularly the Disabled Persons Transport Advisory Committee in helping us to develop the draft regulations? In particular, the work of Guide Dogs UK has been invaluable to understanding the case for change and the human impact of a lack of accessibility and accessible information.

The draft regulations address one of the most pervasive and persistent barriers to accessibility on our bus network today. Once they come into force, they will represent a significant step forward in the usability of our local transport networks and will provide a big, tangible improvement for millions of passengers. Most of all, they will unlock the benefits of buses for disabled people up and down Great Britain. I hope that members of the Committee are looking forward to seeing and hearing the difference on their local buses in the years ahead. Once again, I commend the regulations to the Committee.

Question put and agreed to.

A46 at Tewkesbury

Richard Holden Excerpts

Tuesday 9th May 2023 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

I thank my hon. Friend the Member for Tewkesbury (Mr Robertson) for introducing the debate on the proposed changes to the A46 in his constituency, and for his very clear speech. It is a pleasure to serve under your chairmanship, Mr Davies.

My hon. Friend seems to have been incredibly successful in getting extra Government funding for major schemes in his constituency. Not long ago, he and I were talking with our right hon. and learned Friend the Member for Cheltenham (Alex Chalk) about junction 10 and the A4019, and my hon. Friend has already mentioned the missing link and the funding, which will be of huge benefit not just for his constituents, but across the country.

I welcome the opportunity to talk about this important road project involving the A46 and the proposals being developed for it. My hon. Friend has a keen interest in the proposals for the A46 in his constituency, but I should say at the outset that the proposals, as his comments reflected, are very much led by Gloucestershire County Council. There is an important principle that we have to follow, which is that it is for the council to make decisions on its objectives, options and consultation plans.

My hon. Friend asked what role National Highways has played to date. I want to make it clear to him that, at DFT’s direction—because of the size of the scheme—National Highways has been advising extensively and supporting the council, as the scheme impacts broadly on the strategic road network and the M5. National Highways has been feeding into the council, but I need to emphasise that the route options being put forward are the responsibility of Gloucestershire County Council, not National Highways. I also need to emphasise that the Department’s processes to assess the business case for the scheme put to us by the council, and to decide whether to approve it, are not yet complete. We are not at that stage, but my hon. Friend can certainly consider me and my officials lobbied about his clear steer on that. I can therefore talk more about the process through which the scheme is progressing than about the merits of the scheme itself, but I want to be clear about some aspects of that.

One of the things I want to be clear about is that I have looked into this issue, particularly the grey route. If the council wants to remove or change the grey route, that is absolutely fine by the Department for Transport. We will happily consider that, and it does not need to be included in the options that we look at as part of the business case. That can still happen, and I am sure the council will have heard my hon. Friend’s comments today. Given that a large new garden town with 10,000 houses is being built to the east of Tewkesbury, this is clearly an important scheme and he is absolutely right to want to get questions around infrastructure answered before other developments go ahead.

I recognise the important role that the A46 plays both strategically and locally, and the challenges it faces. The A46 runs for over 150 miles, from its junction with the M5 in my hon. Friend’s constituency all the way through to Grimsby in Lincolnshire. It performs many important functions, including providing access to both the Port of Bristol and the Humber ports, and to important connections between the M1 and A1 in the west of the country. It is therefore unsurprising that the A46 is part of England’s strategic road network, which comprises most of our motorways and larger strategic A roads, as my hon. Friend will know. As part of the role that National Highways fulfils in maintaining the network, it is soon to complete electrical works at the A46 Teddington Hands junction that will provide new and renewed light-emitting diode lighting, and has previously undertaken some resurfacing work on the A46 between the junction and the M5 in my hon. Friend’s constituency. National Highways knows how important the road is.

Approaching Tewkesbury, the A46 not only plays a vital role in facilitating long-distance journeys but, as my hon. Friend said, acts as a major local road for the communities in Ashchurch and Tewkesbury. The business case for the council’s current proposals for the road, which are under assessment by my Department, reports that there are concerns about how the road performs: delays can be experienced on the A46 between the Teddington Hands roundabout and junction 9 of the M5, and there can be poor journey time reliability on the approach to and from junction 9. As my hon. Friend knows, this is also an area with significant growth plans, which he reflected extensively in his speech. Some of the developments have already gained consent but, as he said, the further large-scale plans are still going through that process at the moment.

It is in that context that the council has been developing its business case around junction 9 of the M5 and the A46 Ashchurch scheme for consideration as part of the Department’s major road network and large local majors programme. Through the programme, I am pleased to say that the Department provides substantial funding to local authority-led highway schemes right across England. Such schemes can help alleviate issues such as congestion, improve road networks and provide important infrastructure improvements, particularly for public transport, which we hope will include better integrating active travel options such as walking and cycling into our broader road network wherever possible.

In September 2022, the council submitted the strategic outline business case for the scheme—the first stage of business case development—to the Department for approval. As my hon. Friend is aware, it puts forwards a shortlist of route options that would be considered further if the scheme were to progress. That is now going through the Department’s rigorous consideration process, including to assess its compliance with the Green Book, value for money and strategic fit. But as I said to my hon. Friend, it can still be adjusted.

[Mr Robertson]

I am grateful to the Minister for his response and how he is addressing the issue. He mentions that bits could be taken out of the business case—one of my big points was that the grey route should be taken out—but can things be added at this stage? What is missing is any proposal to upgrade the capacity of the A46 itself.

[Mr Holden]

I would be very happy for my departmental officials to meet further with my hon. Friend, and I am sure we can look at other options. This is at SOBC stage, so it is very much about the strategic case for the road and outline proposals for schemes. At this stage, I am sure we can look at such questions, particularly if, as my hon. Friend says, the leader of the GCC is happy to consider different options and the proposal comes from the council, which is, in the end, the lead authority. I cannot force the council to do it, but I will ensure that my officials do everything possible to work with my hon. Friend to provide as many of the right options as possible so that they can be considered by the Department. All the options also need to provide value for money for taxpayers. We will then decide on whether to agree to the scheme going further, and the necessary Treasury approval will be sought down the line. I expect that the process will be completed this year.

As I have already noted, this is the council’s scheme. It is for the council to decide on the options it wishes to propose for consideration in its business case, while having regard for the Department’s guidance, and I suggest that my hon. Friend should keep pushing the council in that direction. Similarly, decisions on the timing of public consultation on the scheme are for the council. The Department’s role is to assist the council with the large local schemes that have an impact on our strategic road network and to consider the business case down the line as the council has asked us to do.

Given that any scheme would mostly affect the strategic road network, the expectation is that in the long term the scheme’s detailed design and construction would later be led by National Highways, after being led in the early stages by the council, which would of course be subject to satisfactory business case development. As I said, National Highways has been extensively advising and supporting the council on these developments, focusing on providing advice and assurance for the project, but I must be clear that the options shortlisted to date are the council’s options. I also understand that at this early stage options have been shortlisted for further, more detailed appraisal. I wish to reassure my hon. Friend that no decisions have yet been made on a preferred option. I am sure that the council will want to take note of the other points he raised, particularly on flooding and broader impacts on the A46, as it progresses further with this scheme.

If the scheme progresses, it will be considered for inclusion as part of the next road investment strategy, alongside other schemes in the area. On 9 March, the Secretary of State for Transport laid before Parliament a written ministerial statement announcing that overall affordability issues mean that although schemes originally being considered as part of the RIS3 programme pipeline will continue to be developed, we will be looking at RIS4 timescales for their construction. That announcement applies to the scheme, as the council has already been made aware.

Once again, I thank my hon. Friend for providing an opportunity to discuss these important proposals for what is clearly a key road in his constituency. I hope that I have provided some assistance in how he can best engage and work with the council on behalf of his constituents, as he always does, to ensure that the plans reflect local needs and desires. I hope I have also provided some reassurance as to we have in place for possible delivery in the future.

Question put and agreed to.

Taxis and Private Hire Vehicles: Driver Vetting

Richard Holden Excerpts

Thursday 27th April 2023 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

The Government recognise the important role that taxis and private hire vehicles play in the wider transport network. The Taxis and Private Hire Vehicles (Safeguarding and Road Safety) Act 2022 applies in England and requires better information-sharing between taxi and private hire vehicle licensing authorities to ensure that unfit drivers cannot hide previous instances of misconduct.

The first part of the Act came into force on 31 May 2022 requiring licensing authorities to report safeguarding and road safety concerns about drivers licensed by other authorities to the licensing authority that issued the driver’s licence. Licensing authorities that receive concerns about a driver it has licensed must then consider whether to suspend or revoke the driver’s licence.

Since then, the Department has been working to put in place arrangements so that the rest of the Act could be brought into force. Licensing authorities will be required to use a database to record instances where taxi and private hire vehicle drivers have their licences removed, suspended or refused for misconduct. When deciding whether to grant or renew a driver licence, licensing authorities must search the database for any entry relating to the applicant.

I am pleased to announce that the Secretary of State has designated the National Anti-Fraud Network as the database provider under the Act. The National Anti-Fraud Network’s voluntary database has been in use successfully for several years. Over 70% of licensing authorities in England are already using the database to vet their driver licence applicants.

From today, using the database is compulsory. The National Anti-Fraud Network will grant access to the database to all the relevant taxi and private hire vehicle licensing bodies in the UK. Government are covering the cost of administering this vital safeguarding database.

Requiring the use of the database across England will ensure that licensing authorities have more of the information they need to make the correct decisions, preventing drivers who could do harm getting a license elsewhere without being challenged. This change will help protect passengers, and the reputations of the vast majority of drivers, from those who are unfit to hold a licence.

This vital improvement to passenger safety builds on wider work this Government are doing to protect the public, with the commitment to prioritise prevention, support survivors, and strengthen the pursuit of those who abuse their position of trust. This includes the new grooming gangs taskforce that the Prime Minister announced to root out and put more perpetrators behind bars. We are also fundamentally transforming victims’ experiences through the new Victims and Prisoners Bill, amplifying their voices and strengthening their care.

[HCWS746]

Motorways: Litter

Richard Holden Excerpts

Tuesday 25th April 2023 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

It is an absolute pleasure, as ever, to serve under your chairmanship, Mr Hollobone. I thank my right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning) for bringing this debate to Westminster Hall. I believe he served as Roads Minister for almost two and a half years; I hope to have even a fraction of that time in the role and to do as much work as he did in this area at the start of the coalition Government. I also thank the hon. Member for Rutherglen and Hamilton West (Margaret Ferrier), my hon. Friends the Members for Old Bexley and Sidcup (Mr French), for Stoke-on-Trent South (Jack Brereton) and for Dartford (Gareth Johnson), and the shadow Minister, the hon. Member for Sheffield, Brightside and Hillsborough (Gill Furniss).

My right hon. Friend the Member for Hemel Hempstead raised many issues that I will approach head on through my response on behalf of the Government. The Government’s vision is of a road network free of litter. We believe that there is a lot more that we can do to keep the strategic road network, which includes England’s motorways, clear of litter. Litter is not only an eyesore, as hon. Members on both sides have mentioned, but environmentally damaging in numerous ways. It can risk the lives of the people who need to collect it as well as those of people on the road network itself.

The Government’s litter strategy for England is owned by the Department for Environment, Food and Rural Affairs, and it sets out the aim to deliver a substantial reduction, across Government, in litter and littering within a generation. The litter strategy brings together communities, businesses, charities and schools, to bring about real change by focusing on the following key themes: education and awareness, improving enforcement, and better cleaning and access to bins. Those three themes have been picked up by hon. Members across the House in this debate. Influencing public behaviour and discouraging littering from occurring in the first instance is important in delivering lasting improvements. We will work across Government and with anti-littering organisations to help achieve that vision.

The responsibility of National Highways was a key theme of my right hon. Friend’s speech, and the responsibility for clearing litter and sweeping carriageways is indeed governed by the Environmental Protection Act 1990. National Highways is responsible for litter collection on motorways and on some trunk roads. I will write to my hon. Friend the Member for Old Bexley and Sidcup about the A2 and A20; the area is around the M25 and what is before and after it, but I will get the specific maps to him.

Relevant district and local authorities manage litter collection on roads in the rest of England. National Highways does have its own litter strategy, which aligns with wider Government strategy and has similar themes. Within that strategy, National Highways has committed to keeping the strategic road network predominantly free from litter without compromising safety, and delivering that affordably. National Highways staff undertake regular road inspections along the network to identify litter, detritus and safety hazards and they arrange for appropriate action as soon as possible, in line with the DEFRA code of practice on litter and refuse. Obviously, their main priority is to maintain road safety on the network.

[Sir Mike Penning]

As a former Roads Minister, I understand how it is when an arm’s length agency is sending notes saying, “This is what we do.” But it is completely different out there in the real world. I am sorry, but if National Highways is out there checking regularly, it really needs to get its eyes tested. The situation is appalling. Year after year, the same places are involved—particularly the junctions. In my part of the world, the M25/A41 junction is literally piled high year after year, and I have never seen it cleared. The Minister has a responsibility to the taxpayer to turn around and say, “This isn’t working.”

[Mr Holden]

I thank my right hon. Friend for raising that point. Most weeks, I drive up the A1 and M1 to my North West Durham constituency, so I know exactly the issues he is raising. I will write to him about the specific issues around the roads in his constituency.

I want to go into a few more details, but we all want the issue to be addressed. Obviously, safety is paramount when clearing litter from the network. The roads are often fast running a lot of the time, with high volumes of traffic. Litter picking usually requires traffic management and sometimes overnight working as well. Relevant organisations across Government work closely with other litter clearing organisations to improve the operational effectiveness of clearing wherever possible.

National Highways has previously utilised the Ministry of Justice’s community payback project scheme to assist with those clearances. Offenders have been involved in removing graffiti and rubbish at service stations as well. As my right hon. Friend will know, the Government still own a significant number of service stations on the national highway network. The scheme was suspended during the covid pandemic; I undertake to write to him about that and about what we are doing to push National Highways to make more use of it going forwards. Due to safety considerations, the opportunities for using offenders can be limited.

More broadly, the simple fact is that if litter was not dropped in the first place it would not need to be picked up; that is why influencing behaviours is an essential component of tackling the issue. My hon. Friends the Members for Stoke-on-Trent South and for Dartford made that point as well. To answer one of the questions posed by the hon. Member for Sheffield, Brightside and Hillsborough, I had a meeting with the chief executive of National Highways today and raised the issue of littering. In fairness to my officials, I have meetings every couple of weeks with the National Highways chief exec, and this was one issue that was raised today.

I have also spoken with National Highways about a broader awareness campaign. I think it was my hon. Friend the Member for Dartford who made the important point that there is aggressive littering and more passive littering, and it is particularly important that we do all we can to make people aware of the impact littering has on not only the environment but everyone’s enjoyment of travelling across the country and our rural environment. There is a campaign currently in the offing to tackle this, because National Highways is aware of how much of an issue it has become.

National Highways uses research and evidence to inform anti-littering interventions, such as car and lorry-height bins, which people may have seen as they leave motorway service stations; anti-littering posters; and signs to encourage positive littering behaviours. I will write to hon. Members who have attended today’s debate about what more National Highways is doing in that space. Campaigns and messages such as “Don’t Drop Litter, Bin It” and “Keep It, Bin It” have been shown on electric message boards across the National Highways network, and there have been digital display sites at traffic hubs and motorway service stations across England. Feedback from road users has shown that that type of messaging can make a difference in reducing the amount of littering on certain parts of the network, and I want National Highways to do more of it.

We are continuously looking for other ways to influence littering behaviour, and we work with anti-littering charities, such as Keep Britain Tidy, and use their research to develop other interventions. National Highways supports the annual Great British Spring Clean, which raises awareness of roadside litter and encourages people to dispose of their litter correctly or to take it home. This year’s campaign was the seventh year that National Highways has been involved, and over the previous six campaigns it has collected over 60,000 binbags full of litter across the road network. National Highways also engages the commercial transport sector via its recently established professional driver experience panel, and littering behaviour campaigns throughout 2022 were aimed at road user groups who admit to having a propensity to litter, which includes commercial vehicle drivers.

Road users are also encouraged to report any instances of littering on the network to National Highways. There is also guidance available on many local authority websites, as well as other applications, to assist members of the public in reporting litter. All those interventions work towards engaging the public and preventing littering on the network in the first place, but this is a societal issue that does not just affect the wider road network. It will take work across wider Government and anti-littering organisations to continue to drive change in how littering affects areas.

[Sir Mike Penning]

I get the feeling that Minister is coming to a conclusion. All that work is taking place for the future, but unless we address the KSI issue, and unless there is some penalty for the agency not doing what it is required to do, the regulator cannot intervene, because fulfilling its legal requirements is not a KSI for the agency.

[Mr Holden]

I will come directly to the point about the KSI later. I have made a note of my right hon. Friend’s comments.

The debate has focused on litter on the motorways, but I must briefly highlight the work National Highways does with local authorities to combat litter on the roads. National Highways works closely with local authorities to resolve issues as far as is practicable. I will go into a bit more detail momentarily, but there is some good work with local authorities across the country, and the issue requires that interaction between National Highways and local authorities. To continuously improve collaboration and partnership working with local authorities, National Highways shares its maintenance and traffic management plans to allow litter collection to be carried out safely and simultaneously with maintenance, to help bring efficiencies to the process. NH provides a single point of contact to facilitate the co-ordination of litter clearance and provides an induction programme for local authority staff, which includes guidance on how to work with NH and signpost to further information and best practice. The Department expects NH to work with and support local authorities as much as possible to tackle litter on the wider strategic road network, and also at junctions, as litter does not stop at authority or National Highways boundaries.

Performance monitoring is one of the key drivers of the comments of my right hon. Friend the Member for Hemel Hempstead. The importance of litter to the Department and National Highways is highlighted by the fact that it is one of the performance indicators against which National Highways is monitored. The percentage of the strategic road network where litter is graded B or above under the DEFRA litter code of practice is measured. Grade B is defined as a network that is predominantly free from litter and refuse, apart from some small items. National Highways has committed to reporting against that metric annually. However, performance is monitored more regularly by the independent Highways Monitor, at the Office of Rail and Road. I will ask National Highways to write to my hon. Friend the Member for Stoke-on-Trent South about its policy regarding his council.

[Sir Mike Penning]

rose—

[Mr Holden]

If my right hon. Friend will allow to continue for another minute or so, he can jump in, if he needs to, on the KSI.

The Highways Monitor provides monthly advice to the Department on the performance of National Highways across all its performance metrics, and there is continuous dialogue between the three parties on opportunities for improvement.

[Jack Brereton]

I want to ask the Minister about the accuracy of that data. As we heard earlier, we have serious issues with grass and other vegetation disguising litter. Once it is cut, it reveals huge amounts of litter. I therefore question the accuracy of the data, and I wonder what the Minister’s view is on that.

[Mr Holden]

As I said, I will write to my hon. Friend about that, because it is an important point. If there is not proper monitoring, we cannot know what is going on. I want to get to the bottom of policies on grass cutting and other things.

National Highways and the Highways Monitor will report litter performance to the public in their annual reports, providing increased transparency. That happened only in road investment strategy 2. That is the era we are in now—between 2020 and 2025.

As hon. Members know, in 2021-22 National Highways reported that 61% of the network was graded A, which is no litter, or B, which is a small amount of litter. That means that a large proportion of the national highways—39%—has a significant amount. Although that is an improvement on 2020-21, which was about 49%, there is clearly still a lot of work to do. I do not underestimate that. Those grades are alongside DEFRA’s litter code of practice. The data for 2022-23 will be published this summer, so I ask hon. Members to keep an eye out for that.

[Sir Mike Penning]

I think what the Minister is saying to me is that, since I was the Minister, the regulator has not been allowed to look at the individual performance indicator, which is part of the KSI—it can look only at the KSI. Is he saying that the regulator can now look at the performance indicator on its own, or is it still allowed to look only at the KSI? If it is allowed to look only at the KSI, litter will not be on its agenda. He can write to me if he wants.

[Mr Holden]

If my right hon. Friend gives me a short amount of time, I will come to exactly what he is after.

NH believes that this improved practice over the past couple of years is due to sharing best practice between regions, more detailed data on targeted litter collections, and improved engagement with local authorities and authorities that clear litter on A roads, including Transport for London. We are currently developing the third road investment strategy, and continue to explore further metrics for inclusion in it—my right hon. Friend might want to put some specific KSIs in. That will include a performance specification and possible improvements to the specific metrics, including on litter. I will write to him on the specifics of what National Highways has to report, on what it is held accountable for and on those KPIs.

[Mr French]

I have a constructive suggestion for the Minister and the Department on producing new metrics. They will be familiar with the job of clearing up TfL’s mess by now—excuse the pun, but it is very deliberate. On the issue of responsibility and the impact of litter going on to motorways, we must consider consumer behaviour. However, there is an issue with some of the junctions that we have all spoken about, where litter is being blown through boroughs from TfL roads—I have mentioned the A2 and the A20. Certain boroughs want to clean the roads and some do not, and that is adding to the problems on motorways. When producing KPIs and working with other bodies, I suggest that the Department ensures that they have their own practices in place, so that this does not add to the pressures on National Highways.

[Mr Holden]

My hon. Friend makes a valid point. This is about local authorities working together at TfL level in London and with National Highways, and I will ensure that his views regarding key performance indicators are taken into consideration.

I say to my right hon. Friend the Member for Hemel Hempstead that the performance indicator is there. There is not a target; this is about monitoring at the moment. That is for RIS2, but KPIs might be exactly where we want to go at the next stage—I want to make that clear to him. We are working to ensure that there are targeted metrics in RIS3 and that the KPIs focus on the things that are most important to road users, and it is quite clear from today’s debate that keeping the highways litter-free is one of them. The current situation is not tenable, as my hon. Friend the Member for Dartford said, and I will speak to National Highways about the specifics as we look at its KPIs for RIS3. Progress will involve considering responses to the forthcoming public consultation on the National Highways strategic road network initial report, and I urge right hon. and hon. Members, and interested parties, to feed into that. As I said earlier, there are discussions about introducing an awareness campaign going forward.

Regarding enforcement and the use of technology, I have spoken about using education and awareness to influence littering behaviours, and about the work and performance of National Highways in clearing litter from the SRN. I want to cover enforcement and penalties, because right hon. and hon. Members also mentioned them. The Government understand that enforcement plays a key role in this regard, especially for litter thrown from vehicles. The enforcement of penalties for littering is owned by DEFRA, and we work closely with it and National Highways to improve enforcement options. Local authorities may issue fixed penalty notices for littering offences committed in their areas where it can be proven that litter was thrown from a vehicle.

The Littering from Vehicles Outside London (Keepers: Civil Penalties) Regulations 2018 make provision about reporting littering from vehicles in England. In recent years, the Government have bolstered local authority enforcement powers by raising the upper limit on fixed penalty notices for littering and by introducing powers to issue the keeper of a vehicle from which litter is thrown with a civil penalty. As I said, I recently spoke to National Highways and visited its site at South Mimms, where I saw some of the cameras in action. National Highways passes on evidence of the most egregious cases of littering and fly-tipping, but more could be done to co-ordinate its work with local authorities. I will come on to some of that work, on which we are doing a pilot at the moment. In the end, though, it is for local authorities to decide whether to pass on that information and whether they believe they have sufficient evidence to take enforcement action in any given case.

[Jack Brereton]

I was going to ask the Minister about enforcement powers. As he has alluded to, National Highways does not have such powers. Is there no possibility that we could consider giving National Highways some of those powers? I have previously had discussions with the organisation about other offences being committed on its network that it is totally powerless to deal with.

[Mr Holden]

That is a broader debate, and it is up to Parliament to decide where these powers lie.

I would like to give a shout-out to a few local authorities. I will mention a couple of other examples later, but North Lincolnshire Council, Newark and Sherwood District Council and North West Leicestershire Council are three that National Highways has said it works very closely with. In the majority of cases, they do prosecute when information is passed on. National Highways is also working closely with Brighton and Hove City Council and East Hampshire District Council too, and I will come on to East Hampshire again.

[Sir Mike Penning]

This is very important. Is the Minister saying, as I think he is, that if an alleged offence takes place on the motorway, a local authority can prosecute that individual or vehicle?

[Mr Holden]

I am, and in certain cases the police might prosecute if it is something more dangerous. National Highways can pass the information to local authorities so that they can prosecute. For the fly-tipping of some larger items, where for example people pull up at the side of the motorway and dump large quantities of rubbish, although the financial responsibility for clearing it up would be with National Highways, the local authorities could prosecute. For local authorities, it could be a win-win in terms of prosecution. National Highways clears it up, but the local authority can issue fixed penalty notices. Government guidance is available for local authorities on dealing with litter and issuing fixed penalty notices in the code of practice on litter and refuse.

Litter may also fall from vehicles that have insufficiently secured loads, as hon. Friends mentioned. That comes under section 8 of the Road Traffic Act 1991, and enforcement in that area is conducted by the Driver and Vehicle Standards Agency and the police, as it is a more serious offence. Road users can contact the DVSA if they wish to report incidents. Hon. Members will probably be aware of people increasingly using dashcams to make such reports to the police and local authorities.

National Highways works with local authorities and the DVSA to ensure that enforcement is carried out where particular issues are evident. That has included providing evidence to local government and the police authorities from its camera network. That is the most effective method of enforcement, because the police and other authorities can look at a range of potential infractions in one go, rather than National Highways doing so in isolation. Currently, National Highways does not have the power to issue fines or prosecute, as it is not an enforcement agency; its focus is on safety and maintaining the road network.

The Government have no plans to give National Highways enforcement powers in tackling litter offences; however, the company is keen to use technology to help transform the roads it manages and create a road network that supports a modern country, and it is keen to work with local authorities to prosecute. I undertake to write to all local authorities after today’s debate to say, “When National Highways pass information to you, please do use it to prosecute,” so that they are all in the same space on that. In answer to the point made by the hon. Member for Sheffield, Brightside and Hillsborough, National Highways does not itself issue fines; it is up to individual local authorities to do so.

The Government and National Highways are exploring the potential to harness technology to tackle littering, such as using numberplate recognition cameras for littering enforcement and to influence littering behaviour. We are trialling the use of geofencing to push anti-littering messages to customers’ devices at 29 lay-bys on the A50 and the A180. In lay-bys where no bins are provided, we will push the message to encourage people to take litter home. Where bins are provided, their use will be encouraged. That activity will also enable us to better understand lay-by use. We will help to monitor those messages and their impact on the build-up of litter.

In partnership with East Hampshire District Council, in one of the more interesting developments in this space, we will shortly trial the use of CCTV to capture evidence of people littering in lay-bys in the south-east. We often have more issues in those lay-bys when there is stationary traffic. That is also one of the reasons more issues tend to occur at road junctions. East Hampshire will then issue fixed penalty notices or pursue prosecution —some cases will be very egregious—as appropriate. National Highways is unable to do that, because it is not the litter authority, but it wants to work with the council on it. Litter and vegetation will be cleared at sites so we will have the best ability to monitor the effectiveness of this approach. I will monitor the issue closely and, if it works well, I will happily look at rolling the pilot out more broadly to other local authorities across the country that are keen to do more work in this area.

We have also looked at using dashcams on National Highways vehicles, as well as artificial intelligence from moving vehicles. However, we have not yet found a cost-effective approach that works on littering.

For any approach to work, we need the relevant litter authority to partner with National Highways. I really hope that more local authorities will follow the lead of those local authorities who are working with us on this.

I will write to my right hon. Friend the Member for Hemel Hempstead on driver awareness courses for littering offences. There have been some increases in fines in recent years, and I will write to him on what we are doing in that space as well. On community service, I will make sure that National Highways reaches out to authorities more, particularly post pandemic.

Let me finish by reaffirming my thanks to colleagues for this insightful debate. I hope that my right hon. Friend is satisfied, at least to some degree, with my response, which makes clear that we recognise the importance of tackling litter and holding National Highways’ feet to the fire to do more in this space.

The hon. Member for Sheffield, Brightside and Hillsborough mentioned the deposit return scheme. I understand her criticism. It is important that we get it right. We can see from what has happened in Scotland that not getting it right can cause more problems than it addresses. I want to make sure that we are in the right place on that scheme.

On private company contracts, my understanding from a conversation I had earlier today is that some of those privately managed contracts on parts of the motorway are in areas that are most clear of litter. If I find any specific issues on those contracts, I will write to the hon. Member for Sheffield, Brightside and Hillsborough.

We will continue to work hard to support the Government’s wider ambitions around litter. We are confident that National Highways shares that ambition. As we move forward, it is important to continue to improve how we can hold it accountable for preventing and tackling litter on England’s strategic road network.