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

Robert Goodwill Excerpts

Tuesday 9th September 2014 Commons Chamber

[Mrs Gillan]

My right hon. Friend made interventions during the House’s consideration of the Hertfordshire County Council (Filming on Highways) Act 2014. It is not rocket science; it is simply weather, weather, weather. The inclemency of the British weather means that there is sometimes a need for film crews immediately to take the opportunity to film on our roads. The immediacy for which the Bill provides offers great assistance.

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

I have heard the measure referred to as a “sunshine clause”, which explains exactly why it is in the Bill.

[Mrs Gillan]

I am grateful to the Minister for that helpful little ray of sunshine in our debate.

--- Later in debate ---

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

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

[Richard Burden]

Tell us more, please!

[Mr Goodwill]

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

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

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

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

High Speed 2 (Warrington)

Robert Goodwill Excerpts

Tuesday 2nd September 2014 Westminster Hall

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

I congratulate the hon. Member for Warrington North (Helen Jones) on applying for this debate and my hon. Friend the Member for Warrington South (David Mowat) on speaking first in it. For Warrington, there is no north-south divide as far as HS2 is concerned, but HS2 itself does address the very big issue of the north-south divide as far as our country is concerned. There is very good cross-party agreement on that point, but I will not rehearse the arguments, as they have already been well rehearsed on the Floor of the House and in Committee.

My right hon. Friend the Secretary of State has announced details of the route for phase 2 of HS2, to Leeds and Manchester, and with intermediate stations at Manchester airport, the east midlands and Sheffield. We have consulted on that route and received more than 10,000 responses, including one from my hon. Friend, all of which are being carefully analysed. Let me be clear. No decisions have yet been taken on the route or station options. The Secretary of State has committed to respond to the phase 2 consultation by the end of the year, and that remains his intention. He will make an announcement in the autumn.

My hon. Friend has expressed concerns, as has the hon. Lady, that Warrington will lose out from HS2. I understand and share his view that we should continue to develop our understanding of the local economic impacts of HS2. Although we do not have a full estimate of the economic benefits of the section of the high-speed line that is limited to the Warrington area, I can tell him that under our current plans, Warrington will, under phase 1, be served by high-speed trains running on the dedicated HS2 line to Handsacre and then on the classic rail network to Warrington Bank Quay from day one of HS2 starting operations.

[Helen Jones]

The Minister has been very generous, but may I point out to him that Warrington already has one train an hour both to Scotland and to London? Under these proposals, it may not get that many services.

[Mr Goodwill]

Certainly the intention is to have comparable or better services following HS2, but given that we are in the middle of the consultation, things may well start to gel a little more before the end of the year.

When phase 2 opens, it will be possible to travel more quickly—by 30 minutes—between London and Warrington; and from 2036, three years after phase 2 opens, the transport user benefits to the region of trips starting in the north-west will be equivalent to roughly £342 million every year. HS2 Ltd’s analysis of the mainline connection at Golborne suggests that it could provide benefits in the order of £1.2 billion and revenue of about £600 million. Also, HS2 will free up space for additional commuter, regional and freight services on our main north-south lines, including the west coast main line. Passengers and businesses in Warrington will be well placed to take advantage of those benefits.

I know that my hon. Friend is concerned about the impact on local and regional services from Warrington and the potential loss of direct services to London. Under the train service specification that we have published for HS2, there will be one train an hour between London and Warrington. The TSS is not a train service proposal as such, but has merely been adopted for demand-modelling purposes as part of the economic case for HS2.

The train service pattern across the rail network that will operate from the launch of high-speed services in 2026 will be developed iteratively over the next decade and beyond, in consultation with key stakeholders. It is too early to make detailed commitments about how the rail network will operate when HS2 services start, but one of the key aims for future service patterns is that all towns or cities that currently have a direct service to London will retain broadly comparable or better services once HS2 is completed.

Regarding the loss of Taylor business park and the damaging economic impact of HS2, I note what my hon. Friend and the hon. Lady have said about the potential effect on that business park. We are mindful of the impacts that HS2 could have on businesses, and HS2 Ltd will work with local stakeholders to ensure that unwanted impacts are kept to a minimum, including through potential route refinements where required. We have received many representations about the impact of our proposals on the Taylor business park and are considering them carefully alongside other consultation responses.

Our consultation is a genuine attempt to learn more about the proposed route’s likely impacts and benefits, and there is potential for it to change as a result of the consultation. Indeed, this afternoon’s debate is an important part of the dialogue that is taking place between Ministers and HS2 on one side and local representatives and residents on the other. I hope that we can bridge that divide. My goal is to have everyone on the same side if possible.

From the point at which a confirmed route was announced, we began a detailed assessment of its impact and we will seek to mitigate the most adverse impacts, including visual intrusion and noise, through our design work. In doing so, we will keep local community representatives informed of our plans and seek their input on how to achieve the best outcomes for local people. It is worth remembering that in order to obtain the powers needed to build the railway, via a further hybrid Bill, we will need to demonstrate that we have done all that we reasonably could to understand and manage its impacts.

My hon. Friend mentioned Scotland. He is absolutely right. No decisions have been taken yet on whether there will be a high-speed link to Scotland. A bilateral working group with the Scottish Government is working to consider options for improving rail links to Scotland. The results will be announced in due course. I think that my right hon. Friend the Chancellor of the Exchequer put his oar in as well, with a suggestion that HS3 might be an east-west link connecting Yorkshire to Lancashire. I can understand why people might want to travel from Lancashire to Yorkshire but possibly not in the opposite direction.

[David Mowat]

Given that the decision has not been taken, as the Minister has just confirmed, about how we will get to Scotland eventually, will he accept that to build £1 billion-worth of line north of Manchester on the west coast risks it being obsolete if the decision is taken to go up from the east coast?

[Mr Goodwill]

My hon. Friend makes a very valid point indeed, and certainly that is one of the points that we are taking into consideration.

In terms of the additional station at Crewe or Warrington Bank Quay, the consultation exercise was designed to bring in a range of ideas, and I welcome the responses that we have received, including those from the hon. Members who have spoken today. I can confirm that we are carefully considering the response from my hon. Friend the Member for Warrington South alongside those from other consultees. He will be aware that Sir David Higgins, the chairman of HS2 Ltd, has recommended that to deliver benefits to the north more quickly, we could accelerate the building of the line to Crewe before the rest of phase 2 and build a new station to receive HS2 services from 2027. We can see potential benefits from doing that, but to allow us to consider it fully, the Secretary of State has asked HS2 Ltd to undertake more detailed work, so that we can consider the suggestion very carefully, as part of the response that he will make to the phase 2 consultation later this year.

In conclusion, we and HS2 Ltd are working hard to implement a scheme that will not only bring the widest possible benefits to the country, but help to bring all those who would be affected together. HS2 Ltd has been taking forward an extensive engagement programme in Warrington involving local councillors, action groups and other stakeholders in the area. That includes briefing sessions for elected members at Warrington town hall. I understand that my hon. Friend attended the last of those sessions in June. Was the hon. Lady there as well?

[Helen Jones]

Yes.

[Mr Goodwill]

She was. That engagement will continue as we develop our plans for HS2. The Government are keen to get as many views as possible to ensure that the phase 2 route of HS2 will be the best that it can be. We want, as far as possible, to reduce the impacts on people and the environment, so that not only will the towns and cities in the midlands and the north get the connections that they need to thrive, but HS2 will be taken forward in such a way that it realises the full benefits of the scheme for the country as a whole.

[Mr Philip Hollobone (in the Chair)]

We now move on to another important debate, which is on the Massereene barracks shooting in 2009.

Regional Airports

Robert Goodwill Excerpts

Tuesday 15th July 2014 Westminster Hall

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

I am particularly pleased to be present today, given that it is the day of the reshuffle.

I congratulate the hon. Member for Wythenshawe and Sale East (Mike Kane) on securing the debate on the domestic and international connectivity provided by the UK’s regional airports. The debate has been good natured and, by and large, we have all been on the same page. I am a big supporter of the UK’s local international airports, as they could be more accurately called. The hon. Gentleman talked eloquently about how important regional airports are not only for maintaining the UK’s air connectivity, but for jobs and economic regeneration throughout the country. I hope he will be encouraged to know that we have all those interests at heart.

I welcome the opportunity to respond for the Government to this important and timely debate. It is timely because the UK’s status as an international aviation player is at the forefront of the political debate and in the media. Although there may be differences in our approaches, I welcome the broad agreement that exists across the political spectrum on the importance of maintaining the UK’s position as a leading global aviation hub, which the Government believe to be of vital importance to the UK economy. It is important to remember that the UK continues to have excellent aviation connectivity, both point to point and through the London hub. We have the third largest aviation network in the world after the USA and China.

Domestic aviation connectivity within the UK, however, is also important to our national cohesion, and will remain so. In that regard, the Government have always made it clear that regional airports make a vital contribution to the growth of regional and local economies and as a way to provide convenience and travel choice for air passengers, as recognised in the Government’s aviation policy framework, published in March last year. The Civil Aviation Authority’s statistics for last year show that the UK’s regional airports handled 90 million passengers, or around 39% of the UK total, and services from regional airports operated to more than 100 domestic and international destinations.

I am aware that airports were impacted by the economic downturn, but now, just like our economy, many of our airports are seeing real growth again, thanks to our long-term economic plan. For example, Leeds Bradford and Belfast City airports each saw passenger growth of more than 10% between 2012 and 2013. We want to see that growth continue.

We warmly welcome the ambition of the UK’s regional airports, which are responding to local and regional demands by investing in their infrastructure to enable services to more destinations and better facilities and choice for their passengers. For example, Manchester airport is now the UK’s third largest, handling more than 20 million passengers per year, and its routes are expanding further, with Cathay Pacific starting direct flights to Hong Kong from the end of this year. The airport is also working hard to establish air links with mainland China. It has the only regular A380 service from an airport outside London—the daily service by Emirates to Dubai—and its £650 million city enterprise zone promises to create between 7,000 and 13,000 jobs.

Birmingham airport completed its runway extension this year, enabling larger aircraft to fly to more long-haul destinations. On 22 July, the airport reaches a significant milestone with a new air service to Beijing, the first from a UK airport outside London. I do not need to add that both Manchester and Birmingham airports will be served by High Speed 2.

Leeds Bradford airport recently completed an £11 million passenger terminal development to increase airside space by 65%. Glasgow airport has been busy over the past few years making handling preparations for additional passenger traffic during this summer’s Commonwealth games in the city, as well as for the first world war commemoration ceremony, which follows soon after. That is not all: ongoing investment programmes are also under way at other airports, such as Newcastle, Edinburgh, Belfast City and Belfast International, delivering additional improvements to airport capacity, airport facilities and the passenger experience.

I share the disappointment of my right hon. Friend the Member for Gordon (Sir Malcolm Bruce) at the discontinuation of services from Aberdeen to London City airport. The decision was a commercial one for BA, but Aberdeen also has 11 flights per day to Heathrow. I will, however, write to BA expressing disappointment that my right hon. Friend and his colleagues are having difficulty arranging a meeting.

The hon. Member for Strangford (Jim Shannon) made some points about Northern Ireland connectivity. I agree that Northern Ireland has particular circumstances that make air connectivity vital. Northern Ireland is well connected by air, with more than 18,000 flights per year between it and the rest of the UK. The two Belfast airports have connections to major London airports, including to Heathrow from Belfast City.

The hon. Member for Blackley and Broughton (Graham Stringer) made a number of points about bilateral agreements. With Europe, of course, we have an open skies policy, so there is no need for a bilateral agreement. When the UK negotiates bilateral agreements, we make it clear that there are other airports outside Heathrow and London. The aviation policy framework encouraged fifth freedoms from regional airports, and Emirates flies to a number of UK airports, including Manchester, Newcastle and Birmingham, with direct flights to the middle east and numerous onward connections.

Surface access to the airports is vital. The Airports Commission has highlighted many important investments in airport surface access that are already being put forward by the Government. The commission chair, Sir Howard Davies, wrote to the Chancellor of the Exchequer on 26 November about its recommendations on surface access to airports. The Treasury’s national infrastructure plan published on 4 December began the process of implementing the recommendations and referred specifically to the Airports Commission’s proposals for new work.

Key new elements of the programme are, for example, the enhancement of Gatwick Airport station with part funding of £50 million; further work to develop a strategy for enhancing Gatwick’s road and rail access, with the report due in the spring or summer of 2015; and work on developing proposals to improve the rail link between London and Stansted, the report on which we again expect in the spring or summer of 2015. It is also important to look at other issues, such as smart ticketing facilities at railway stations.

A couple of weeks ago, my hon. Friend the Member for Fylde (Mark Menzies) and the hon. Member for Blackpool South (Mr Marsden), who spoke today on behalf of the Opposition, came to see the Secretary of State to lobby for a passing loop on the line from Blackpool South to Kirkham and Preston. The Secretary of State is looking at that issue.

I welcome the potential improvements at Luton Airport Parkway station. I am aware of the problem of flights arriving late and people having no way of travelling from the airport. Surface access is also a particular problem at Leeds Bradford, an airport I have used on many occasions. Indeed, I was there on 1 May, when I experienced some ear-bending from the management about the possibility of improving access through, for example, a railway line reasonably close to the airport.

The tale of Manston airport is, I am afraid, rather an unhappy one so far, although I am heartened by the fact that the local authority is looking into what it can do. I spoke to the leader of the council last week, and she had received an 8,000-name petition. The Department is more than happy to help with any Civil Aviation Authority licensing issues.

The hon. Member for Na h-Eileanan an Iar (Mr MacNeil) raised the issue of public service obligations and start-up aid. We recognise that air connectivity is not a luxury for communities in the highlands of Scotland, but essential. In this year’s Budget, the Chancellor announced funding to allow start-up aid for new routes from regional airports handling fewer than 5 million passengers per year. In June, we announced support for maintaining air links between Dundee and London for the next two years, and a public service obligation was agreed with Dundee city council. The Department for Transport is working with the Treasury to develop guidance that will clarify how the Government ordinarily expect to interpret the European Union state aid guidelines on start-up aid for new air routes, and explain how the funding process will operate throughout the UK.

The Government have established the right foundations to move forward, gain consensus and secure the benefits that aviation brings to the whole nation. We are clear about the economic and connectivity benefits that our regional airports bring to regions, communities and businesses. In that context, I welcome last week’s announcement by the Transport Committee that it will conduct a short inquiry to examine policy and to make recommendations to the Government on the role of airports that handle fewer than 5 million passengers per year. The Committee’s objective in undertaking the inquiry is to ensure that that policy area is properly scrutinised and that the role of smaller airports in improving connectivity is recognised within Government.

Oral Answers to Questions

Robert Goodwill Excerpts

Thursday 10th July 2014 Commons Chamber

[David Rutley (Macclesfield) (Con)]

9. What plans he has to relieve congestion on roads.

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

Before I answer the question, I should explain that, as you and the Opposition Front Benchers will be aware, Mr Speaker, the Secretary of State is unable to attend Transport questions this morning because of his duties attending on Her Majesty the Queen in Derbyshire.

Road investment is central to our long-term economic plan. We are spending more than £24 billion on strategic roads between 2010 and 2021. A further £7.4 billion will be spent on local roads in the next Parliament, together with £1.5 billion of funding from the local growth fund that was announced on Monday. That will bring forward much needed schemes such as the Bury St Edmunds eastern relief road in Suffolk. All the schemes are designed to relieve congestion and open up growth across the country.

[Dr Coffey]

I thank my hon. Friend for that answer. I welcome the growth deal for the New Anglia local enterprise partnership, which will help to relieve the congestion on many roads. May I make a bid for support for the A12 in Suffolk Coastal, and particularly for the stretches of the road that will be used heavily by Sizewell C construction traffic? There is the possibility of a four-villages bypass involving Stratford St Andrew and Farnham.

[Mr Goodwill]

I know that my hon. Friend is disappointed that the four-villages bypass was not included on this occasion, but we are still looking at that possibility. Indeed, I was in Norfolk and Suffolk last week undertaking —dare I say it—a “tour d’East Anglia”. I looked at the A12 and the A47, which are greatly in need of improvement.

[David Rutley]

I welcome the recent growth deal announcement and the £16.4 million of funding that will be put to good use on the Poynton relief road. Does my hon. Friend agree that that will not only reduce traffic congestion for the residents of Poynton, but enhance the strategic links to Macclesfield’s science community?

[Mr Goodwill]

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

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

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

[Mr Goodwill]

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

[Mr Simon Burns (Chelmsford) (Con)]

Does my hon. Friend accept that the A12 through Essex and on to the ports and the hinterland of East Anglia is severely congested, and that the best way to relieve that congestion would be to turn it into a motorway? Will he update the House on what is being done to evaluate that proposition, following the answer that the Secretary of State gave to me two Question Times ago?

[Mr Goodwill]

The A12 is certainly featuring prominently today. My right hon. Friend is a great exponent of the proposal to upgrade the A12 to motorway status. The last time he raised this matter, my right hon. Friend the Secretary of State said:

“My right hon. Friend makes an interesting suggestion. No doubt he will pursue that argument with me and the authorities on a number of occasions to come.”—[Official Report, 20 March 2014; Vol. 577, c. 892.]

This is just one more of those occasions.

[Mr David Heath (Somerton and Frome) (LD)]

I know the Secretary of State visited the west country a few weeks ago. Did he come back as committed as I have been for 30 years to finally doing something to improve the iconic A303?

[Mr Goodwill]

I had the pleasure of travelling down the A30-A303 corridor with another colleague who has an interest in that matter. A number of areas along that road were pointed out to me, including the difficult Stonehenge area and the Blackdown hills area, which is more difficult for another reason, and where there is some low-hanging fruit that I hope we can address. That is one of six key routes that we have identified as needing improvement, and I suspect that my hon. Friend will have to wait for the autumn statement to hear further news.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Does the Minister agree that congestion on our roads is the one thing saving our safety record from plunging even further—as he knows, it has now plunged below that of Sweden? Many more young people are being killed on motorcycles under his watch. Does he think it time we went back to targets on reduction so that we can look after people on the roads?

[Mr Goodwill]

I have only one target for casualties on the road, and that is a target of zero. The UK, along with Sweden, has the safest roads not only in Europe but in the world. Although it was disappointing to see a small increase in the number of motorcycle fatalities last year, in all other areas we have seen improvements owing to a number of factors, not least the investment that we put into better roads in this country.

[Mark Pritchard (The Wrekin) (Con)]

One way of reducing congestion in the west midlands would be the new M6 south link to the M54 in Shropshire. Will the Minister join me in continuing to petition the Treasury to ensure that funds are available for that within the next few years?

[Mr Goodwill]

My hon. Friend the Member for Shrewsbury and Atcham (Daniel Kawczynski) has also raised that issue with me on a number of occasions, and I note the aspirations to upgrade that road to having motorway-type status, despite the fact that it does not have a hard shoulder in every location at the moment.

[Charlie Elphicke (Dover) (Con)]

3. What assessment he has made of the economic effect of high-speed rail services to Kent.

--- Later in debate ---

[Chris Ruane (Vale of Clwyd) (Lab)]

4. What assessment he has made of the level of domestic and international connectivity provided by regional airports.

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

The Government value the domestic and international connectivity that the UK’s regional airports provide. They make a vital contribution to the growth and recovery of regional and local economies, benefiting businesses and passengers alike.

[Chris Ruane]

The first hovercraft passenger service in the world was from Rhyl to Wirral more than 50 years ago, and currently three hovercraft companies want to restart that. One of them—Hoverlink—wants to establish a link to Liverpool airport from north Wales. Will the Minister meet a delegation of MPs involved in that, and Hoverlink, to establish what could be the first hovercraft link to an airport in the world?

[Mr Goodwill]

I was expecting to be asked about surface connectivity, but travelling on the surface of the water is a novel idea. That is an exciting idea, and I would be delighted to meet those involved, and possibly even take a ride on one of those vehicles.

[Sir Alan Haselhurst (Saffron Walden) (Con)]

In the light of the Chancellor of the Exchequer’s statement about the importance of a northern hub, should we pay more attention to that having a hub airport? Manchester has the possibility and potential increasingly to become a port of entry to this country, opening up the whole of the north of England and north Wales, as well as easing pressures on connectivity in the south-east.

[Mr Goodwill]

I am a great fan of Manchester airport, and many of my constituents on the east coast use it because it has such good connectivity by rail. I know that my right hon. Friend the Chancellor is also keen to take pressure off other airports in the south of England, and Manchester airport and other regional airports have a great part to play in relieving pressure on the south-east. Indeed, with more point-to-point destinations being served, such as the one I saw at Newcastle recently, that is the way forward.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

I apologise, Mr Speaker, for missing my earlier slot, as it were.

Newcastle airport grew its freight from £20 million in 2006 to £250 million last year, mainly on the back of the new Dubai route, but because it attracts more than 3 million passengers per year, it cannot have access to the regional connectivity fund, so what is the Minister doing to bring new routes to Newcastle and improve the economy?

[Mr Goodwill]

I was pleased that the Chancellor announced the regional connectivity fund. When I was at Newcastle airport in February, there was excitement about that. It is also looking to serve further routes. Although the limitation is for airports of fewer than 3 million passengers, there is a provision under exceptional circumstances to allow airports such as Newcastle with fewer than 5 million passengers to participate. We are having conversations with the European Commission to ensure that we can do something and that we do not breach any state aid rules.

[Mr David Nuttall (Bury North) (Con)]

One way of encouraging airlines to establish new routes from regional airports is to allow them to operate free of air passenger duty for, say, the first two years. Will my hon. Friend discuss the possibility of introducing that measure with Treasury Ministers?

[Mr Goodwill]

I am sure Treasury questions will be along very soon, when my hon. Friend will have an opportunity to ask the Chancellor that very question.

[Mr Angus Brendan MacNeil (Na h-Eileanan an Iar) (SNP)]

The regional airports of Munich and Barcelona have been named as two of the best airports in Europe and the world. Both have direct links to emerging economies throughout the world. The situation in Scotland is very different, with the UK Government imposing the demand-management, London-centred approach of having the highest air passenger duty in the world, which they have no intention to devolve. Could not Scotland do an awful lot better if it had the powers to help its airports to catch up with the likes of Barcelona and Munich?

[Mr Goodwill]

I suspect that this matter will be decided in September, but I am pleased that the Government have taken the opportunity of offering public service obligation flights to London. Dundee has put a deal together, and I hope other airports will come forward with good proposals to tap into that fund.

[Mike Kane (Wythenshawe and Sale East) (Lab)]

Will the Minister join me in welcoming business leaders from across the globe to the aerotropolis conference in Manchester today—Cottonopolis itself? Does he agree that we must rebalance the economy in this country, and that to do so we must turn our focus away from Heathrow—the Transport Front-Bench team have a rabbit-in-the-glare obsession with Heathrow—and rebalance connectivity to our regional airports such as Manchester?

[Mr Goodwill]

I represent a constituency in the north of England and my constituents rely on regional airports. In fact, I would rather call them local international airports. Manchester is one of the premier local international airports and I very much enjoy using it. It has exciting plans for further development.

[Mr Gordon Marsden (Blackpool South) (Lab)]

Regional airports fear that the Government are not doing enough for connectivity, not least to London. Those concerns are reflected in the most recent Davies commission report. In his Budget, the Chancellor grandly announced more money for the regional air connectivity fund, but name-checked airports that are not currently eligible. The ones that definitely are eligible still have no guidance on how to apply. In addition, Ministers still have no green light from Europe to say that airports with 3 million to 5 million passengers, such as Newcastle, can apply. Only one airport—Dundee—is confirmed to get any money so far. How can we be sure that airports such as Newcastle, Leeds Bradford and Norwich, or anywhere else for that matter, will get more support from the Government by 2015?

[Mr Goodwill]

As the hon. Gentleman knows, the Government are very successful in negotiating in Europe when we need to get a deal. Having spent five years in the European Parliament, I know that we are always keen to engage and ensure that like-minded member states can come to an accommodation. We are optimistic that we can have a positive outcome with the European Commission. We will have further information for airports wishing to apply during the autumn when the details have been hammered out, so that we can comply with the state aid rules and ensure that the money goes to important regional airports such as Newcastle, which I know has aspirations to have flights to the United States.

[Tom Greatrex (Rutherglen and Hamilton West) (Lab/Co-op)]

5. When he last used the Caledonian sleeper service for travel in an official capacity.

--- Later in debate ---

[Mr Laurence Robertson (Tewkesbury) (Con)]

10. What recent progress he has made on improving the A417-A419 at Nettleton Bottom and Crickley Hill in Gloucestershire; and if he will make a statement.

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

The Highways Agency is preparing a route strategy for the midlands to Wales and Gloucester. It covers the section of the A417 that includes Nettleton Bottom and Crickley Hill, known as the “missing link”, which has been identified as a key issue on the route. The next stage will be to assess options, and to produce indicative business cases as a basis on which to prioritise investment from 2015 onwards.

[Mr Robertson]

The Minister will be aware that the death toll on the road continues to rise, as do the delays experienced by travellers as a result of congestion. He will also be aware of how long my hon. Friend the Member for The Cotswolds (Geoffrey Clifton-Brown) and I, in particular, have continued our campaign to secure improvements to the road. It would be good if he and/or the Secretary of State visited us in the near future to observe the problems for themselves.

[Mr Goodwill]

This is a particularly challenging operation from both an environmental and an engineering perspective. The cost of the work has been estimated at about £255 million. It would include two junctions which would be grade separated, and the road is, of course, in an area of outstanding natural beauty. However, I have some good news for my hon. Friend: the Secretary of State plans to visit that part of the road next week.

[Geoffrey Clifton-Brown (The Cotswolds) (Con)]

While we look forward eagerly to the Secretary of State’s visit, we look forward even more eagerly to what my hon. Friend the Minister can do to upgrade the priority of this particular scheme. This is one of the busiest arterial roads in the country: it links the M4 to the M5. Tragically, we have had five deaths since last November. This is a really important priority. What can my hon. Friend do to help?

[Mr Goodwill]

It was made clear to us when we met my hon. Friend and our hon. Friend the Member for Gloucester (Richard Graham) during the winter that dealing with the problem has been in the “too difficult to do” box for too long. The phrase “missing link” is a very good way of describing this piece of road, given the congestion that it causes and, of course, its accident record, which is not good at all.

[Mr Mark Harper (Forest of Dean) (Con)]

May I briefly convey the support of constituents on my side of the river for the campaign that has been run by my hon. Friend the Members for Tewkesbury (Mr Robertson) and for The Cotswolds (Geoffrey Clifton-Brown) over a long period? The improvement is important to us, so let me add our support for anything that the Minister can do to speed it up.

[Mr Goodwill]

I know that all Members in that part of the world understand the importance of the route, and also understand the need to carry out the work in an environmentally sympathetic way because the road is in an area of outstanding natural beauty.

[Mr Frank Doran (Aberdeen North) (Lab)]

11. What recent assessment he has made of the safety of passengers in the offshore oil and gas helicopter transport system.

--- Later in debate ---

[Mary Creagh (Wakefield) (Lab)]

The press announced last Wednesday that aviation security in the UK was being stepped up, yet it was Tuesday evening, a full six days later, before this Department issued a statement to MPs. There is confusion among passengers about what they can and cannot take through security, and different airlines appear to have different policies on the checks and on returning confiscated items to travellers. Nobody is arguing with the need to protect passengers, but can the Minister reassure the House that he and his Department will work with airlines to give passengers the clear information they need to prepare before they travel, ensure that airports have adequate charging points for electronic gadgets, and guarantee that Members of this House will be kept fully informed?

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

The Secretary of State was on breakfast television today making it quite clear what the new rules will be, and making it clear that passengers travelling to and from the UK may be required to demonstrate at the departure gate that their electronic devices can be powered up. I know that airlines are taking steps to ensure that this can be addressed in a number of ways—for example, people can be reunited with their devices or charging facilities could be made available—but it is important that we react to this new security threat in a way that continues to protect the travelling public.

[Mr Andrew Turner (Isle of Wight) (Con)]

T6. Governments sometimes help with one Department but take away with another—on this occasion the non-ministerial Her Majesty’s Revenue and Customs. Will my hon. Friend make an assessment of the Isle of Wight’s connectivity and the impact on the Solent growth deal of HMRC removing the island’s ferry services from the tonnage tax regime? HMRC says it is not going to sea, which sounds a bit odd.

--- Later in debate ---

[Grahame M. Morris (Easington) (Lab)]

May I draw the Minister’s attention to the Airport Operators Association report “Airports in the community” which shows the excellent work that regional airports—also known as local international airports—are doing in the United Kingdom? Does he agree that the development of our regional airports is just as important as HS2 or HS3 in delivering economic growth, jobs and broader community benefits?

[Mr Goodwill]

I thank the hon. Gentleman for that question, and I am pleased he was paying attention earlier on. It is vital that local international airports play their part, and I know that Newcastle airport is doing that. Of course, the Government are improving connectivity to Newcastle airport, with upgrades on the Metro, work taking place at Newcastle International station and, as he will know, the £61 million upgrade of the A1 western bypass between Coal House and the Metro Centre. That will address not only congestion, but the anxiety that many people feel as they are travelling to the airport worried that they may miss their flights.

[Mrs Cheryl Gillan (Chesham and Amersham) (Con)]

Will my hon. Friend encourage HS2 Ltd officials to meet petitioners to resolve their issues in advance of Select Committee hearings? I, and many of my colleagues, have constituents such as Sally and Stuart Jackson and Gordon and Harriet Raitt in south Northamptonshire who are in desperate situations and want nothing more than to settle their petitions as soon as possible, without the need to appear before the Select Committee.

[Mr Goodwill]

We are absolutely determined that, where we can, we come to some accommodation with petitioners. Indeed, two weeks ago, I met the Country Land and Business Association and a number of its members who are affected to try to resolve some of the outstanding issues they had. It is important that we do whatever we can to resolve these matters ahead of what some may feel is the daunting prospect of appearing before the Committee.

[Mr Stephen Hepburn (Jarrow) (Lab)]

T4. With airports in the south, especially London’s, bursting to capacity and the north-east desperate for some form of economic stimulus, does the Minister not agree that it is about time the Government looked again at reducing air passenger duty or even scrapping it altogether for airports such as Newcastle’s?

[Mr Goodwill]

Once again, I am tempted to direct the hon. Gentleman to the Chancellor, but of course some simplification of APD was announced in the Budget, which makes it simpler for some long-haul flights. APD is never far from my thoughts when I meet people from airports up and down the country.

[Duncan Hames (Chippenham) (LD)]

The consultation on the Great Western franchise, which has recently closed, covers a period that includes electrification and the first phase of the east-west rail project. What scope does the Minister see for introducing in the latter phase of that franchise additional services between Bristol and Oxford and beyond?

--- Later in debate ---

[Philip Davies (Shipley) (Con)]

Aldi is ready to go ahead with the development of a new supermarket in Bingley that commands great public support. To go ahead, the development needs a land transfer from the Highways Agency via Bradford metropolitan district council. Will the Minister ensure that the Highways Agency pulls its finger out as soon as possible to make that happen so that that essential regeneration can take place in Bingley?

[Mr Goodwill]

In my experience, the Highways Agency is very good at pulling its finger out when Ministers raise issues, so I will raise this issue with the Highways Agency myself.

The Leader of the House was asked—

Door to Door Action Plan and Cycle-Rail Integration

Robert Goodwill Excerpts

Monday 7th July 2014 Written Statements

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

My right hon. Friend the Minister of State for Transport, Baroness Kramer, has made the following ministerial statement:

I am today publishing a Door to Door Action Plan following on from the Door to Door Strategy which the Department for Transport published in March 2013. The strategy sets out the Government’s plan to make it easier and more convenient for people to use greener transport modes for their everyday journeys by ensuring they are better connected. This is the second progress report. The first Door to Door Action Plan was published in December 2013. This further update identifies progress towards making this a reality. By considering the whole journey and improving integration between the different transport modes, people will have more choice to use public transport and leave the car at home.

As part of delivering this strategy, I am making an additional £15 million capital funding available in 2015-16 for improving the integration between rail and cycle journeys. This extends the £14.5 million programme of improvements already delivered by the Government which have been the major enabler in doubling the number of cycle parking spaces at stations during the term of this Government. A further announcement will be made on projects to be taken forward once a robust bidding process has been completed.

This action plan identifies the work we have done in the last 14 months to improve integration between sustainable transport modes. It also ensures that people recognise that this area of work remains a priority for government. It focuses on the four core areas featured in the strategy:

accurate, accessible and reliable information about different transport options for their journey;

convenient and affordable tickets, for an entire journey;

regular and straightforward connections at all stages of the journey and between different modes of transport;

safe and comfortable transport facilities.

Examples include the £70 million ITSO on Prestige (IoP) project that has upgraded London’s Oyster system to also accept ITSO smart ticketing and bank issued contactless payment cards. This is now bearing fruit: Southern Railway launched smart card ticketing into London in December 2013 and will be followed by c2c and South West Trains later this year.

The Department has reached agreement with TFL and the train operators who currently accept Oyster to allow passengers to use their contactless payment cards as an alternative later this year.

In addition, the Department has made available an additional £100 million funding to extend the Access for All programme from 2015 until 2019 and deliver improvements at 42 more stations. Also, continuing with the successful relaunch of the franchising programme we now require a franchise operator to consider improvements to the door-to-door journey experience for its customers, in line with our Door to Door Strategy.

I will be placing a copy of the update to the Door to Door Action Plan in the Libraries of both Houses. It will also be published on the Department’s website at https://www.gov.uk/government/publications/door-to-door-action-plan.

Transport Infrastructure (Essex)

Robert Goodwill Excerpts

Tuesday 1st July 2014 Westminster Hall

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

I congratulate my hon. Friend the Member for Witham (Priti Patel) on securing this debate on transport infrastructure in Essex. I was in Essex only this morning visiting the Ford Motor Company’s engineering research plant, where 3,500 engineers work at the very cutting edge of technology in Essex.

Today’s debate is the second on the subject since 2012, and I praise my hon. Friend for her tenacity in continuing to highlight the importance of good transport infrastructure in building strong and sustainable local communities and a successful local economy. I am also well aware of the excellent work that she does in her role as chair of the Essex business, transport and infrastructure forum. Indeed, I remember her addressing a meeting of the forum with the Minister without Portfolio, my right hon. and learned Friend the Member for Rushcliffe (Mr Clarke). I heard some interesting points, many of which related to issues she has raised today.

The county of Essex has a resident population of just over 1.7 million and includes the unitary authorities of Southend and Thurrock. The county is rather fortunate to have a number of key transport connections. The nationally important M11, M25, A12 and A120 run through the county, as do major regional local roads, including the A13, A127, A130 and A414. Three main rail lines radiate from London, supplemented by a number of branch lines, serving more than 55 railway stations and, of course, the London underground extends to Upminster in the south of the county. The county also contains a number of international gateways, including Stansted and Southend airports—I have visited the former—and, of course, Harwich international sea port, which provides nationally important connections to Holland and Denmark. In addition, the port of Tilbury and the new London Gateway port development fall within the area. The port of Felixstowe is also nearby in neighbouring Suffolk.

Essex has a successful economy with an entrepreneurial work force, which makes the county an attractive place to live and do business. As my hon. Friend has highlighted this afternoon, the Essex transport network is critical to the performance of the local economy. Reliable connectivity enables Essex residents to have good access to jobs and allows local businesses access to the marketplace. The Government recognise that, which is why transport forms part of our long-term economic plan to ensure that our country’s infrastructure is improved and reliable.

On the Government’s commitment to infrastructure investment, we have already announced increased Government funding to deliver improvements to the strategic road network, targeted at supporting economic growth. Our commitment to deliver a step change in future investment in transport infrastructure was made clear by the Chancellor in his spending review statement last year. The Treasury’s Command Paper, “Investing in Britain’s future”, set out that the Government will invest more than £28 billion in enhancements and the maintenance of national and local roads. That includes £10.7 billion for major national road projects and £6 billion for the maintenance of strategic roads, including the resurfacing of 80% of the network.

In May 2012, the widening of 16 miles of the M25 between junctions 27 and 30 was completed. Junction 30 is a busy intersection of the M25 motorway with the A13 trunk road, and congestion is experienced during key parts of the day. The improvement of junction 30 of the M25 is key to the development of the wider Thames Gateway area, to facilitate future growth in housing and employment. The Prime Minister therefore announced in November 2012 that work would commence on improvements to the M25 at junction 30 in March 2015. The scheme will be able to accommodate whichever option is selected as the location of the lower Thames crossing.

To ease congestion and improve journey times at the Dartford-Thurrock river crossing, the Highways Agency is introducing Dart Charge, as we heard. Dart Charge makes greater use of technology and introduces new ways to pay the charge to use the crossing. From October 2014, the introduction of Dart Charge will remove the need for drivers to stop and pay at a barrier, helping to speed up journeys for everyone. Instead, several new ways to pay the charge will be available to customers using the crossing, including online, by phone, at certain retail outlets and by post. The introduction of Dart Charge requires significant changes to the existing road layout and infrastructure, including the removal of the plaza and payment booths to provide four open traffic lanes in each direction. The main construction works will start following the introduction of Dart Charge and are due to be completed in spring 2015. The works have been carefully planned to minimise disruption, and I plan to visit to see how the work is delivered.

The Dartford-Thurrock river crossing is a vital transport link, and the Government are committed to improving the crossing experience for the millions of people who use it every year. However, we all recognise that congestion on the crossing not only causes frustration for those who use it but has an impact on the economy. That is why the Government have made it clear that a new lower Thames crossing continues to be one of our top 40 priority projects. The Secretary of State for Transport stated last December that further advice is being obtained to assist in weighing up the relative merits of alternative location options, which are referred to as options A and C. Any decision must not be taken lightly, as we need to consider all the issues. That said, we hope to make a further announcement on the consideration of options A and C, and on the impact that Dart Charge may have on the existing crossing, in the very near future.

My hon. Friend the Member for Witham continues to make the case for the Government to commit funding for improvements to the Highways Agency network in Essex, and she and I met on 2 April to discuss the case for improvements to the A120.

[Gareth Johnson]

Before the Minister moves away from the lower Thames crossing, I welcome the planned introduction of a free-flow system, which is the most efficient and effective way to address the congestion that we have seen on the Dartford crossing since the bridge was built in 1991. I impress upon him the folly of building another Thames crossing next to the existing crossing, which is the so-called option A. If there were any difficulties on the M25, either in Essex or in Kent, they would simply lead to the same amount of congestion and possibly more congestion. Building a crossing further down the Thames estuary surely has to be the best alternative for motorists.

[Mr Goodwill]

My hon. Friend makes a point that my officials and I will continue to consider before a decision is made.

The Government’s national infrastructure plan sets out the details of the specific projects that the Department has committed to deliver. As part of that plan more than £28 billion is for road enhancements and maintenance. The specific schemes identified in the plan are able to be completed, or to begin construction, in the next Parliament. Proposals for improvements to the A120 east of Braintree, however, are not yet sufficiently developed to be included in the Highways Agency’s pipeline of future projects.

On future investment planning processes, my hon. Friend the Member for Witham will be aware that the Highways Agency is currently carrying out its route strategy process. Route strategies will provide a smarter approach to investment planning across the network and see greater collaboration with local stakeholders to determine the nature, need and timing of future investment that might be required on the network. I will be visiting the A47 in East Anglia on Friday.

A set of strategies are being developed for the entire national road network, with the A120 being considered in the east of England route strategy. The route strategies will be delivered in two stages. The first stage identified performance issues on routes, future challenges and growth opportunities, taking full account of local priorities and aspirations. Using that evidence base, the agency established and outlined operational and investment priorities for all routes on the strategic road network. The first stage is now complete and finalised evidence reports were published on 23 April.

The second stage will use that evidence to prioritise and take forward a programme of work to identify indicative solutions that will cover operational issues, maintenance and, if appropriate, road improvement schemes to inform future investment plans. I encourage my hon. Friend and relevant local stakeholders to engage with the Highways Agency’s route strategy process. The Highways Agency has also committed to starting work on a number of pinch point schemes to help reduce incident-related congestion on the A12 later this year.

Investment in transport infrastructure is important not only to strategic roads but to local transport. The Department has provided £63.5 million towards the A13-A130 Sadlers Farm junction improvements, which is a local major scheme promoted by Essex county council. The scheme is helping to reduce congestion and to facilitate the delivery of planned housing and job growth envisaged for the area. The main junction works, and works to the A13, were opened to traffic in time for the Olympics in July 2012, with the remaining works being completed in January 2013.

As part of that ongoing investment, the Government also announced plans to create a local growth fund from 2015 to 2016 that will be devolved to local enterprise partnerships and will incorporate all funding for local major transport schemes, including road schemes and schemes to enhance sustainable local transport. The fund has more than £6 billion of transport funding up to 2021. To secure part of that funding, the South East local enterprise partnership, which includes Essex, Thurrock and Southend as well as Kent, Medway and East Sussex, set out its growth priorities for the area in its strategic economic plan.

The plan includes the transport infrastructure that the LEP sees as necessary to deliver that growth, such as capacity improvements to the A127 and improvements to transport in towns such as Colchester and Chelmsford. The plan was submitted to the Government at the end of March and will be used to determine the funding that the LEP will receive. The plan and its transport interventions are currently being assessed by the Government.

No funding decisions have yet been made, but we expect to announce the outcomes before the summer recess. Government funding is not just about big schemes on strategic networks. In fact, smaller-scale investment can often make a big difference to our local communities. That is why this year we have granted Essex county council, Thurrock council and Southend-on-Sea borough council more than £37.9 million through highways maintenance and integrated transport block grant funding to allow them to maintain their local roads and invest in local transport improvements. Since March this year, we have also provided Essex county council with a further £3.1 million to help repair roads damaged by the wet winter, and two weeks ago, we announced that the councils will receive more than £4.8 million from the pothole fund announced in this year’s Budget, which is enough to repair more than 92,000 potholes.

I have a few brief comments on rail. From 2019, passengers from as far afield as Shenfield will benefit from the £15 billion Crossrail project, which will include brand new high-capacity trains, but Essex rail passengers can also expect shorter-term improvements. As part of its recently announced direct award, Abellio Greater Anglia has committed to a range of improvements to its network. Of significant interest to my hon. Friend and the people of Essex will be the commitment to undertake an internal refresh of the mark 3 rolling stock, which includes improvements to the internal look and feel of the coaches and the installation of at-seat power points, and so on. Abellio Greater Anglia hopes to make an announcement in the near future on the timing of those improvements.

I am also delighted to highlight the Department’s recent announcement of the awarding of the new Essex Thameside franchise to National Express. Key customer benefits of the new franchise include an additional fleet of 17 brand-new trains, which will provide an additional 4,800 seats—more than 25,000 additional seats every week for morning peak-time passengers—by the end of the contract.

I will draw to a close, as we are approaching the end of our time. I once again congratulate my hon. Friend on securing this debate. I have made it clear that the Government are committed and have set out plans to improve transport infrastructure in Essex as part of our long-term economic plan.

Question put and agreed to.

Cycle Safety (Buses)

Robert Goodwill Excerpts

Wednesday 25th June 2014 Commons Chamber

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

I congratulate my hon. Friend the Member for Daventry (Chris Heaton-Harris) on securing this debate. Let me say at the outset that I am aware of the tragic death of his constituents’ daughter, Jayne Helliwell, who sadly lost her life four years ago, following a collision involving a double-decker bus while she was cycling in London. Of course, any death is one too many, and I extend my sympathies to her family and friends.

My hon. Friend is absolutely right to bring cycle safety around buses to the attention of the House. The Prime Minister has said that he wants a cycling revolution in this country, but that will not happen unless people feel safe cycling on our streets. We have seen a sharp increase in cycling in London in recent years. Although the rate of casualties has declined, we are absolutely determined to do more to improve cycle safety.

A range of issues are pertinent to my hon. Friend’s constituents’ tragic incident—cycle safety, the training and licensing of bus operators with medical conditions and support for victims who have lost a loved one. There are three critical central pillars to our approach to cycle safety: first, we are investing in infrastructure; secondly, we are cracking down on dangerous drivers; and thirdly, we are offering cycle training.

We have already made it easier for local councils to put in place high-quality cycling infrastructure. For example, we have made it simpler for councils to introduce 20 mph zones and to install Trixi mirrors to improve the visibility of cyclists at junctions. We have just finished consulting on the update to the Traffic Signs Regulations and General Directions 2002, which is the bible used by engineers when planning signs and road markings. We expect the final regulations to include many measures developed in discussion with cycling groups, including low-level signals for cyclists, new types of crossings for pedestrians and cyclists and new designs of the advanced stop line. We will also trial new dedicated cycle streets, which will give councils the opportunity, by banning overtaking, to put cyclists on an equal footing with motorists on popular cycle routes.

We are absolutely determined to stamp out the kind of dangerous driving that ruins people’s lives, which is why the Government have introduced a new offence of causing serious injury by dangerous driving. Those convicted will face up to five years in prison, which is significantly more than the previous maximum.

The third pillar is improving the training of all motorists, so that they know how to use roads as safely as possible. My Department’s cycle safety forum brings together the main interested partners, including the Association of Chief Police Officers and motoring and freight organisations. With Transport for London, we have established a taskforce to raise awareness of safety among drivers and to take targeted enforcement action against a small minority of potentially dangerous operators, drivers and vehicles.

We have encouraged behavioural change and raised awareness on the safety of cyclists with the Think Cyclist campaign. We are funding the widely recognised Bikeability training scheme. By March 2013, more than 1 million children had been trained, and between April 2013 and March 2015, we expect more than 616,000 further training places to be delivered. The House will want to be aware that Bikeability is not just for children, and some councils already providing free or subsidised training for adults.

I will turn to the legal position on the licensing of bus drivers with sciatica or other medical conditions. We operate high medical standards for all drivers. They are set out in the second and third European Union directives on driving licences, which came into force in Great Britain on 1 January 1997 and 19 January 2013. Annex III of the third directive sets out the minimum standards of medical fitness to drive that are to be applied by all member states, but member states may set higher standards if they so wish.

There are stricter medical standards for drivers of lorries and buses, and rightly so. Such professional drivers must have a medical examination when they first apply for a licence, and then every five years from the age of 45 and every year from the age of 65. From 19 January 2013, new applicants are required to renew their bus or lorry licence every five years and provide a self-declaration about their health. Section 92(2)(a) of the Road Traffic Act 1988 only requires licence holders to inform the DVLA about a medical condition that may affect fitness to drive if that condition is likely to extend beyond three months in duration.

Sciatica is a well-known problem, with intermittent symptoms, but not a disease as such, and for this reason, it is not currently a condition that the DVLA would need to be informed of in the interests of road safety. However, it is for the driver to ensure that where they are suffering from a medical condition that is temporary in its duration, they are fit to drive.

I will now turn to the process of training for professional drivers. The Driver and Vehicle Standards Agency has created a national standard for drivers of buses and coaches that sets out the knowledge and skills required to be a safe and responsible driver. The standard includes advice on how to react to vulnerable road users, including cyclists. The competences described by the standard underpin our bus-driving test.

The theory test for bus drivers includes questions relating to vulnerable road users, including cyclists. Professional drivers must also hold a driver certificate of professional competence, which involves most drivers undertaking 35 hours of training over a period of five years. We have had calls from Transport for London and others that this periodic training should include mandatory elements specifically about vulnerable road users, and we are actively considering how a voluntary scheme to include driver safety training could work. We do not have the power to specify individual hours of training that must be taken, but we will work with training providers to encourage the inclusion of this issue in the courses that we approve.

On the subject of justice for families of victims, despite our efforts on training and medical standards for professional drivers, accidents can occur and the consequences, obviously, can be fatal. It is important that we have the right support systems in place for the families of victims of road traffic fatalities. The Crown Prosecution Service is an active member of the justice for vulnerable road users group, which is chaired by the Department for Transport and has representatives from non-governmental organisations, voluntary groups and various ministerial agencies.

The CPS recognises our obligation to victims of crime, and road traffic crime is no exception. The latest guidance on victims is in a document entitled, “Homicide Cases—Guidance on CPS service to bereaved families”. Road traffic crime victims and their families are placed on the same footing as those families suffering in the aftermath of a homicide. The CPS works across various Government agencies, providing practical guidance to making improvements in prosecuting such cases. The CPS has been working with my Department on the proposed drug-driving offence and with the Ministry of Justice on its recommendation to create a new offence of death by disqualified driving.

I also note the point surrounding the communications from the company, and although I would not wish to make excuses for the company, I know that lawyers representing insurers can often caution operators not to speak to anyone else involved in such cases, but there is no similar excuse that the CPS could extend for not keeping people in the loop.

My hon. Friend asked what lessons have been learnt and what actions are being taken following the tragic incident to improve the safety of cyclists around buses. The Department strongly supports improving the safety of cyclists and welcomes initiatives to gather intelligence on the effectiveness of innovative technology. TfL is planning to test two different camera or radar-based detection systems in the summer, designed to improve the safety of cyclists.

Earlier this month, the bus operator, First West of England, started trialling, for the first time, state-of-the-art cycle safety technology on three of its buses on a busy route in Bristol. That is part of an ongoing trial funded by four West of England local authorities that has also involved Wessex Bus. CycleEye technology developed by the Bristol engineering company Fusion Processing Ltd was created to reduce the growing number of cyclist collisions and casualties across the country involving large commercial vehicles. It cleverly uses radar and camera sensors to identify when the risk for the cyclist is increased by being in the vehicle’s blind spot, and it gives an audible alert to the driver’s cab. A preliminary trial in London is in progress, and we will consider its implications when there are more data.

In summary, I hope that I have been able to demonstrate that the Government are committed to cycle safety and to doing more to improve the safety of vulnerable road users—among whom I include myself, since I cycle every day when I am working in London. In total, we are spending more than twice what the previous Administration spent on cycling. In addition, the Department for Transport’s local sustainable transport fund is providing £540 million for local authorities to prioritise sustainable transport projects, of which 28%—£151 million—is being allocated to cycling projects. However, we will not become complacent, and as I have said already, one death is one too many. That is why I conclude by thanking my hon. Friend once again for securing this important debate.

Question put and agreed to.

Roads Reform

Robert Goodwill Excerpts

Monday 23rd June 2014 Written Statements

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

In our response to the consultation on transforming the Highways Agency into a Government-owned strategic highways company (April 2014), Government committed to publishing further details about the governance regime for the new company, to provide important context to the roads reform legislation in the Infrastructure Bill.

Today I am publishing a suite of documents that set out details of the key elements that together will form a cohesive and robust governance framework for the new company. This will allow it the autonomy and flexibility to operate, manage and enhance the network on a day-to-day basis and deliver more efficiently, while ensuring it acts transparently, remains accountable to Government, road users and taxpayers, and continues to run the network in the public interest.

The documents being published today are:

“Transforming our strategic roads—a summary”—An introduction to roads reform that summarises the reasons for change, what this involves, how the new regime will work and the benefits the change will deliver for road users and the nation as a whole.

“Strategic Highways Company: draft Licence”—An outline draft of the licence for the company, in which the Secretary of State will issue statutory directions and guidance, setting objectives and conditions around how the company must act.

“Setting the Road Investment Strategy: Now and in the Future”—A draft description of the elements that will form a road investment strategy (RIS), and further information about the process for developing the first and future RIS documents.

I am also publishing further information about the purpose and content of the framework document and articles of association for the company and how these will be developed. These elements are not directly relevant to the legislation, but will form important parts of the governance regime for the new company.

Taken together with the measures in part 1 of the Infrastructure Bill, this governance regime will provide a strong, certain framework for managing our roads. It will strengthen accountability, drive efficiency and increase transparency and create far more certain conditions for investment, enabling the supply chain to gear up for the Government’s ambitious plans for the future. This will support the economy, promote jobs and skills and ultimately transform the quality of our national infrastructure and the quality of service for road users. We look to move to the new model with minimal disruption.

As the Bill remains subject to parliamentary approval, these documents remain subject to change.

A copy of each of these documents will be placed in the Libraries of both Houses

and will be available at: https://www.gov.uk/government/collections/roads-reform.

Washwood Heath Marshalling Yard

Robert Goodwill Excerpts

Wednesday 18th June 2014 Westminster Hall

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

I congratulate the right hon. Member for Birmingham, Hodge Hill (Mr Byrne) on securing this debate on the location of the HS2 rolling stock maintenance depot at Washwood Heath. There is no doubt he speaks with genuine passion and conviction on behalf of his constituents. I know how important the area is for jobs and regeneration in his constituency. I hope that he will accept that we closely share his interest in maximising the benefits that the site can deliver. I also understand the history and heritage of the site. Indeed, I suspect he might wish me to point out that locomotives were also built in Glasgow, as well as in the north-east and Leeds. This country has a great engineering heritage. Of course, it has been the home of many great vehicles over the years, culminating in the Leyland Sherpa. Many will remember the LDV vehicles.

Before I go into the proposed use of the site for HS2 and what is being done to maximise the economic benefits for that area, I want to say again how important the Government believe HS2 is for the country. I appreciate the points made by the hon. Member for Nottingham South (Lilian Greenwood). The two main parties share the view that HS2 is important.

HS2 is a crucial part of our plans to develop the right infrastructure for future economic growth. HS2 will create 24,600 jobs during construction and maintenance, support 100,000 jobs around stations and depots, and create up to 2,000 opportunities for apprentices. In fact, some external estimates are even higher, with some predicting that HS2 will underpin the delivery of 400,000 jobs, and 70% of jobs supported by HS2 are expected to be outside London. I am sure the right hon. Member for Birmingham, Hodge Hill will agree that, while benefiting the whole country, HS2 offers significant opportunities for those in the west midlands area and in his constituency.

The new terminus station at Curzon Street, the interchange station near Birmingham airport, and the west coast main line will put Birmingham and Solihull at the centre of the country’s transport infrastructure, creating huge opportunities for growth in the area. The Curzon Street station will be a catalyst for the development of the Eastside area of the city and offers real regeneration potential for the Digbeth area. The interchange station will act as a focus for the economic development plans of local authorities and the area’s local enterprise partnership. HS2 will bring construction jobs and operational jobs when the line is open. It will support wider jobs and wealth creation, improving the prospects for businesses and people across the west midlands.

HS2 could help to support growth in employment of more than 8,000 jobs in the regeneration and development areas around the Birmingham stations. Centro estimates that the figure will be closer to 10,000 jobs, with as many as 22,000 jobs created in the wider region once phase 2 is completed and economic output is increasing by £1.5 billion.

The right hon. Gentleman’s constituency will also benefit. The Washwood Heath rolling stock maintenance depot will itself create employment in this area; approximately 640 jobs will be created and I am pleased to confirm that figure. These jobs are not dependent on the realisation of commercial opportunities or other redevelopment of the site. They are real jobs linked to a funded scheme that has the backing of Parliament. Bringing the depot to this site, which has an historical association with the railway, will kick-start the wider regeneration of the area.

The right hon. Gentleman raised questions in relation to the selection of the site for the rolling stock maintenance depot. I reassure him that a vigorous process for the identification of the site has been undertaken. A number of technical requirements informed much of the site selection process. Additionally, the key factors influencing the site selection process included location, size, access to the HS2 network and sustainability. The initial assessment concluded that a west midlands location was more appropriate than a site in the London area.

[Mr Byrne]

I am grateful to the Minister for giving way with characteristic generosity. He outlined the criteria that were used to conclude that Washwood Heath was the right site. I know that he cares about the interests of the taxpayer, as I do. I could not help but notice that he did not include on that list any assessment of the extra business rates that could be developed and delivered through alternative use of this site, and he did not flag up any savings to the unemployment bill, although savings of £74 million a year could be achieved through alternative development of the site. Therefore, I am concerned, as I know he will be, that there should be a holistic, whole-of-Government, whole-of-taxpayer analysis of whether the site is the right one and not simply an analysis based on the narrow and particular concerns of HS2 Ltd. If he is not able to bring forward such a whole-of-Government assessment of costs today, will he undertake to do so in due course?

[Mr Goodwill]

The right hon. Gentleman makes an important point. However, looking at the wider economic area of the west midlands, there have been tremendous opportunities for investment. Jaguar Land Rover is building an engine plant and there are other big investments coming in. As the hon. Member for Birmingham, Perry Barr (Mr Mahmood), said, we have finally got it and understood that manufacturing jobs and making things in this country for export are very important. That is how, in many ways, we have created jobs in this country. The unemployment figure falls month after month after month, and the number of people claiming benefit falls month after month after month. That is in marked contrast to the record of the previous Government, who seemed to bet the farm on the City of London and jobs in financial services.

Perhaps I can outline to the right hon. Gentleman why we feel this site is the best site, and the operational considerations that were factored into the decision to house the depot at Washwood Heath. Those considerations include the need for trains to slow down as they approach the depot, which means it is operationally better for the depot to be on a slow section of the route. Washwood Heath is also close to Curzon Street station, where trains will start their journey. If the depot were located on a section of the route where trains do not start their journey, the train running costs would be increased.

After the assessment, a long list of potential sites in the west midlands area were identified and evaluated. That resulted in a shortlist of sites and a further evaluation to enable a preferred option—Washwood Heath—to be identified as the most suitable rolling stock depot location.

Washwood Heath was selected as a preferred option because of its proximity to the Curzon Street station; it is situated off the main HS2 line of route; and the site is centrally placed within a future national high-speed network. From a sustainability perspective, the site is not in the green belt. The process is documented in HS2 Ltd’s report entitled, “Rolling Stock Maintenance Depot Selection”, which was prepared in September 2010.

Recognising the right hon. Gentleman’s concerns and those of the landowners at Washwood Heath, which have emerged since the selection process that I have just described, HS2 Ltd updated its assessment, looking at the concerns raised and the alternative sites proposed for the rolling stock maintenance depot. That assessment concluded that Washwood Heath remained the preferred option for the depot, and it was considered by Ministers in May 2013. That conclusion was largely due to the fact that Washwood Heath is operationally better than the other sites that were considered.

The remaining question is how best to utilise the residual land at Washwood Heath that will not be required for the depot, to deliver the benefits to the local area that the right hon. Gentleman rightly seeks for his constituency. Once the railway is constructed, approximately 16 hectares—that is 40 acres in English—of land will be available for development purposes, and HS2 Ltd is continuing to work with Birmingham city council to maximise both the amount of residual land and the employment opportunities that can be brought to the area.

Through the west midlands HS2 strategic board and its jobs and skills working group, HS2 Ltd is working closely with both Birmingham city council and a broader group of stakeholders to maximise the employment and skills opportunities that HS2 will create. That process includes the development of an HS2 jobs and skills charter, and an HS2 jobs and skills master plan. We have already heard that Birmingham is on the shortlist of four locations for the HS2 skills academy, the further education college that will be very important in delivering the skills training required to ensure that British people have the skills to take the jobs that become available through the HS2 project.

During the construction of HS2, the nominated undertaker will ensure, in so far as it is lawful to do so, equality of opportunity to encourage the recruitment of local, disadvantaged or under-represented groups. That is in accordance with the HS2 sustainability policy, which states that contractors will work with HS2 Ltd to improve skills, jobs, education and the economy through its investment along the route.

The right hon. Gentleman spoke about the impact on businesses that are based on the Washwood Heath site. UK Mail, formerly Business Post, has its headquarters and national distribution hub on the site, which is why HS2 Ltd and the Department for Transport have successfully agreed a package of advance compensation with the company to allow it to relocate to a purpose-built facility at Ryton in Coventry, which is currently under construction. That site is about 20 miles away from the Washwood site. UK Mail is also proposing to open a north Birmingham hub that is close to the proposed site, which will create approximately 70 jobs.

In addition, HS2 Ltd is in discussions with the other major landowners, including Cemex, regarding their acquisition and relocation, and it has published a business relocation policy that underpins that activity. I should also point out that, if I were in the business of manufacturing concrete sleepers, I would see a very prosperous and successful future ahead, given the unprecedented investment that we have put into the existing rail network as well as into high-speed rail, which is on the horizon. Indeed, we are investing £38 billion to improve the classic rail network.

[Mr Byrne]

The Minister says that Cemex has a bright future and he was absolutely right to say so. I was therefore highly alarmed to read the letter to me from Cemex, which said that, given the strategic importance of Cemex to the reconstruction of our railway system, the company is incredibly frustrated that no specific detailed plans have come forward from HS2 Ltd to address what is now a pressing need to develop relocation strategies. Cemex also makes the point that securing planning permission for a new site for its business will take about two years; that is how long it takes to get planning permission for that kind of business. Therefore, the prospect of a closure in the short term without clarity about the long term is not only a matter for Cemex and the 300 or 400 people whom it employs but a matter of strategic criticality to the Minister’s plans and ambitions for railway construction.

[Mr Goodwill]

I absolutely understand the point that the right hon. Gentleman makes and I will ask HS2 Ltd to give me an update on the progress of those negotiations. Obviously, the time scale for building the project is a long one, and I hope that that will allow an opportunity for Cemex and other businesses that are affected up and down the route to be able to ensure continuity of operation and employment.

HS2 Ltd is in active discussions with AXA, Birmingham city council and others, to identify and resolve as many ongoing concerns as is reasonably practical.

[Lilian Greenwood]

I specifically asked about the jobs and skills strategy, which the Minister mentioned, and when that might be published. He also mentioned the jobs and skills charter and the jobs and skills master plan, which I am not sure that I have seen. Will he say a bit more about those and when they might be in the public domain?

[Mr Goodwill]

I undertook to publish that information by the end of 2014 and that is still the case, although I am afraid that I cannot give the hon. Lady more detail on the date. However, if HS2 Ltd tells me that that information is available, I will give it to her.

HS2 Ltd has met Cemex a number of times since March 2014, with a view to making progress on relocating the business under the code. The next meeting is on Monday 23 June.

Taxpayer analysis is difficult—the right hon. Gentleman talked about how to weigh up the costs of unemployment and everything else—when based on aspiration about jobs, rather than real jobs on this site, so I am not sure whether we can agree a firm basis or set of assumptions upon which the type of analysis requested could take place. To be fair, assessment would also need to include employment opportunity costs and costs of alternative sites. Just because this site would not be available, say, for an overseas investor, does not mean that investment would not come into the United Kingdom: it could go to a number of possible sites around the country, including in the west midlands.

HS2 Ltd is meeting Birmingham city council and Centro as we speak. I am sure that the issues raised by the right hon. Gentleman, including maximising the regeneration of the residual land, will be on the agenda.

I confirm that the control centre will be based on the Washwood Heath site. The 640 jobs are to be created at the depot and we estimate that between 870 and 1,700 jobs could be created on the residual land.

It is also important that we get the terminology correct, to ensure that we all have a consistent understanding of the plans for the Washwood Heath site. The term “marshalling yard”, which is often used by the right hon. Gentleman, underplays the investment of more than £100 million in this area and the range of entry level, intermediate, technical and professional jobs that that will create.

I am afraid that I need to apologise to the right hon. Gentleman, because I have to reiterate the difference between aspirational plans that could create jobs, and the Government’s detailed plans to create actual jobs on the site.

[Mr Byrne]

I thank the Minister for giving way to me a third time. I should welcome his views on whether the way through is to agree that, given the opportunity cost of developing the site in the way that he proposes and given the clear risk of economic damage, the jobs and growth plan that he has undertaken to publish by the end of the year should include a defined level of ambition for creating jobs in east Birmingham. That would be the least he could do. As part of that, there should not simply be a plan for the residual land, because as he knows that land does not become available until the 2020s. He will be as concerned as I am with the blueprints, which he will have seen, to put 8 hectares of balancing pond on this land. I love a good lake as much as the Minister, but in east Birmingham we need jobs, not lakes. The great River Tame runs alongside the north of the site, so taking 8 hectares of balancing pond out of the equation would be a good idea.

I hope that, as the Minister develops the jobs and growth plan, we can agree that there should be a defined level of ambition for east Birmingham and we should not simply be talking about the residual land. We should be looking to minimise the land take during the construction period, because, of course, that is the here and now.

[Mr Goodwill]

I will certainly ask HS2 Ltd whether it needs all the residual land for the construction of the project. Of course, the cost of not having an operationally viable rolling stock maintenance depot is that we will not have a viable project. I have already outlined the benefits to the UK economy in general and the west midlands economy in particular from HS2. Indeed, if HS2 were not to go ahead, hundreds of thousands of jobs would be at risk.

The right hon. Gentleman suggested that 5,000 or 7,000 jobs could be created on the site, but our opinion is that such employment densities are unlikely to be achieved. It is unlikely that manufacturing users would necessarily achieve higher employment densities on the site and, certainly, it is unlikely such densities would be secured for 100% of the site. Our consultants estimate that a figure of 3,700 jobs is more likely.

[Mr Byrne]

That is a big number.

[Mr Goodwill]

It is quite a big number. However, warehousing and similar development on sites throughout the country would undercut the level of jobs aspired to.

In response to the right hon. Gentleman’s concerns in relation to Jaguar Land Rover, I confirm that, while the area is safeguarded, there are no plans to take out this yard. I am pleased that Jaguar Land Rover continues to be successful. I have had six of their products over the years and am very proud of Jaguar Land Rover and what it is doing. There is a tunnel in the area where the Jaguar Land Rover freight road is located.

[Jack Dromey]

The Minister helpfully disclosed the Government’s own assessment of the potential to create 3,700 jobs. Will he confirm that their estimate of what could happen is four times greater than the proposal currently on the table for the marshalling yard, if it goes ahead?

[Mr Goodwill]

Indeed. We have been absolutely honest about this. The density of employment in the yard, under the proposals, is not as high as the density under high-value engineering or even warehousing or other uses for the site. However, the advantages to the west midlands as a whole from this project will bring jobs to the area. At the moment, month after month, more jobs are being created in the private sector, which have more than compensated for jobs lost in the public sector.

The 6 hectares of balancing pond is critical infrastructure to help manage flood risk in the area. Any development in the land would need to deal with water attenuation. This is not unique to the use of the land as a depot. It is important, from a water management point of view, that something is done about water if large areas of concrete are being laid on the land.

[Mr Byrne]

The Minister will be familiar with the site, although possibly not as familiar as I am. I am sure that he recognises that the great River Tame runs alongside the north boundary of the site. He will have his work cut out justifying that 6 or 8 hectares of balancing pond are needed to manage the flood risk, when there is a mighty river to the north of the boundary.

I am grateful to the Minister for clarifying the 3,700 figure and for confirming to my hon. Friend the Member for Birmingham, Erdington (Jack Dromey) that that is four times the number that will be created under current plans. I am grateful that the Minister has accepted that the jobs and growth plan could include a defined level of ambition for job creation in east Birmingham. Does he agree that 3,700 is the right ambition that we should be shooting for, as a job-creation target, and will he confirm that when introducing his plans during 2014?

[Mr Goodwill]

I am slightly nervous to challenge any figures given by a former Chief Secretary to the Treasury, given that his figures were so correct when he was in that role. I should like to make it clear that the aspiration for 3,700 jobs is based on floor-space density. However, the depot itself will create 640 jobs and the residual land will have the potential to create 1,700 jobs. That is 2,340 jobs on the site. Real jobs are being created through this project, not aspirational jobs, which would be great to have, but in some cases could be pie in the sky.

We and HS2 Ltd are working hard not only to implement a scheme that will bring the widest possible benefits to the country as a whole, but to help all those who will be affected. HS2 Ltd is already engaged with those parties who have raised concerns through the petition management process on the rolling stock maintenance depot at Washwood Heath, and we remain committed to working with those parties as we move to the Select Committee process. In that regard, HS2 Ltd’s intention is to continue to work with Birmingham city council and key landowners to enable the rolling stock maintenance depot to co-exist with additional employment uses, thereby maximising the economic benefits of the land. The Government and HS2 Ltd will continue to support the right hon. Gentleman’s aspirations for Washwood Heath, with the rolling stock maintenance depot integral to those plans.

Junction 10A: A14

Robert Goodwill Excerpts

Tuesday 17th June 2014 Westminster Hall

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

I congratulate my hon. Friend the Member for Kettering (Mr Hollobone) on securing this debate on junction 10A of the A14. I also congratulate him on his tenacity in continuing to raise the issue. With his concluding remarks, I think he gets the gold medal for buttering up Ministers.

I know the subject is of great importance to my hon. Friend, who has long campaigned for improvements to the strategic roads in his constituency. I very much recognise the important role the A14 plays play in facilitating movements in and around Kettering, as well as the need for transport infrastructure to support the area’s growth and development aspirations.

As my hon. Friend will know, I recently visited the proposed site of the new junction 10A, and I am grateful for the hospitality shown to me during my visit—I had a very pleasant breakfast at the Little Chef nearby. I also had the opportunity to see first hand the location of the Kettering East development and the proposals for it. Kettering borough council presented me with an umbrella and suggested that it would be a good deal if I could pass the scheme in return. It would have been a very good deal indeed. I recently put the umbrella to very good use in Newark.

My hon. Friend also showed me the Burton Wold energy park and demonstrated the sustainability of the development, which includes wind generation, biofuels and other forms of sustainable energy. In addition, we had a chance to look at the Weetabix factory, which is a big employer in the area. Later in the day, I joined the cavalcade opening the Kettering to Corby link road—a major project that demonstrates the Government’s commitment to investment in our road infrastructure.

On the Government’s commitment to infrastructure investment, we have already announced increased Government funding to deliver improvements all around the strategic road network that are targeted at supporting economic growth. Our commitment to delivering a step change in future transport infrastructure investment was made clear by the Chancellor in his statement of 26 June last year, which announced the conclusions of the Government’s 2013 spending review. The Treasury’s Command Paper “Investing in Britain’s Future” said that the Government will invest more than £28 billion in enhancements to, and maintenance of, national and local roads. That includes £10.7 billion for major national road projects and £4.9 billion for local major projects. More than £12 billion has been allocated for maintenance, with nearly £6 billion for repairs to local roads and £6 billion for maintenance of strategic roads, including resurfacing 80% of the strategic road network.

The Government’s national infrastructure plan sets out the details of the commitments made on specific investment projects. In it there are a number of examples of where the Government have committed to the delivery of schemes that facilitate the delivery of not only further housing, but development-related investment.

My hon. Friend said he was not asking me to write the cheque today, but he did, in effect, ask me to write a postdated cheque. Unfortunately, I cannot go that far today, but I do hope I can make some encouraging noises in that direction. As I said, the Government are committed to investing in our national road infrastructure to improve capacity, reduce congestion and support economic growth across the country.

We have been clear about the importance of the Kettering East development and the need to overcome some of the barriers to its delivery. The scheme has been stalled for a number of years because of the challenges involved in co-ordinating housing, economic and transport issues at such a scale and the major costs associated with the infrastructure needed to get the scheme under way. As part of the Government’s commitment to unlock proposals for future housing development, the then Housing Minister, my hon. Friend the Member for Hertford and Stortford (Mr Prisk), committed a number of colleagues from related Departments to work closely with the local authority, the LEPs and the private sector developers to make progress in delivering the scheme. A strategic partners group comprising several Departments, the Homes and Communities Agency, the Highways Agency, the LEPs, the developers and the local authority has been working to establish a common understanding and an agreement between the Government, local partners and developers on opportunities to move the scheme forward.

[Mr Hollobone]

I sense that the Minister will not be in danger of over-running his time; I am enjoying his speech immensely.

The strategic partners group is, I think, regarded across Government as an exemplar of how to do the things in question. Indeed, the Department for Communities and Local Government has funded Kettering borough council and Northamptonshire county council to look at design options for junction 10A and the Weekley Warkton bypass. The Energy Minister, my right hon. Friend the Member for Bexhill and Battle (Gregory Barker), has visited the Burton Wold wind farm site, and I have several times been to the Cabinet Office, with the local authorities and the local enterprise partnerships, to press the case. Will the Minister therefore recognise that the strategic economic partners group is working well, but that the key decision will be his?

[Mr Goodwill]

Yes, my hon. Friend is right, although I suspect that the Treasury’s views will also be taken into account. Often announcements of this kind are made in close co-operation with the Treasury. The work of such groups and the fact that we are listening particularly to business interests underlines the importance that we give to such development, which can unlock, in particular, the housing development so much needed in parts of the country. Department for Transport and Highways Agency officials are also currently providing advice and assistance to the developers and Kettering borough council, to get a clear understanding of the opportunities that this important development proposal creates.

It may be worth providing a little background to the work that has been completed to date. Outline planning permission for the development was granted in April 2010, with a number of conditions including agreement over the access arrangements to the local highway network and the adjacent A14 trunk road. The first phases of the development will be served from the local highways network and by improvements to existing junctions 9 and 10 of the A14. Those improvements have been approved with the Highways Agency and they satisfy not only Kettering East but also the related development proposals for a major business park being developed to the south of junction 10. Later phases of the Kettering East development require the provision of the new junction 10A to the west on the A14. The planning conditions for that have been met and a basic design has been agreed with the Highways Agency. Ministerial approval for a new junction 10A was required and it was given by Transport Ministers in 2012. The proposal would mean a new grade-separated junction to the east of junction 10, involving the closure of the east-facing slip roads on the current junction 10, to comply with standards.

The Government have provided support and funding to assist in the work necessary to plan and deliver the proposals at Kettering East. As part of our local infrastructure fund proposals, we have also provided £1.2 million of LIF capacity funding to the local authority to enable it to establish a dedicated project team to drive the project forward and carry out the technical highways feasibility work to examine the need for and the cost and timing of the junction on the A14. In addition, the Government have agreed to the provision of £14 million of LIF capital funding to the private sector developer to enable key infrastructure to be put in place to get phase 1 of the development—up to 1,750 homes—under way. In short, it is possible for the development to commence without junction 10A but, of course, we understand the importance of the junction to the completion of the whole development.

My hon. Friend made the case for the Government to commit to the funding of the improvements necessary at junction 10A of the A14 and it may be useful if I say a little more on the Department’s investment planning process for future investment proposals for the national road network. My hon. Friend will be aware, with respect to other future investment planning processes, that the Highways Agency is currently conducting its route strategy process. That involves local stakeholders in the consideration of future priorities. Route strategies will provide a smarter approach to investment planning across the network and will mean greater collaboration with local stakeholders to determine the need for and nature and timing of future investment that might be required on the network.

The Highways Agency completed a series of local engagement events last autumn to help to identify performance issues and future challenges, and I welcome the enthusiasm with which stakeholders, including those in my hon. Friend’s constituency, have participated in the progress so far. A finalised evidence report was published on the agency’s website on 23 April, and the agency and the Department will now use that evidence to prioritise and take forward a programme of work to identify indicative solutions covering operations, maintenance and, if appropriate, potential road improvement schemes. We will produce a uniform set of strategies for the entire network, including the A14 as part of the Felixstowe to Midlands route strategy.

The Government have also announced plans to create a local growth fund from 2015-16 onwards, which will be devolved to local enterprise partnerships and will incorporate all funding for local major transport schemes. There is more than £6 billion of transport funding in the fund up to 2020-21. I am aware that the addition of a junction 10A on the A14, and the proposals for the local authority road improvements, have also been subject to bids through the local growth fund process and Government will take decisions on the local growth fund allocations in July. Subject to the decisions taken as part of the local growth fund process, my Department and other Departments will continue to work with the local authorities and partners to understand the details of the case for transport investment in Kettering East. To consider the case for future investment proposals, my Department and the Highways Agency will need to consider the transport business case for the junction 10A proposals, including the transport value for money assessment, delivery time scales and details of any potential third-party contributions to the capital costs of the project. I believe that those negotiations on third-party contributions will be important in how we are able to deliver the junction. I understand that the detailed transport business case is to be completed in due course. Once it has been presented, with robust evidence to underpin the cost and timing of, and need for, the new junction, the Government will be able to consider the case for an investment decision to be taken.

I again congratulate my hon. Friend the Member for Kettering on securing the debate. I have made it clear that the Government are committed to, and have set out plans for, large-scale investments to improve our national strategic road network and help to facilitate economic growth. Indeed, there is nothing that I like better than the laying of tarmac, the pouring of concrete and the commencement of excavation work, to show that the Government are investing in our national infrastructure. We are committed to working closely with partners to ensure that we fully understand the impacts of what is an important development on the surrounding transport infrastructure. Ultimately, however, any proposals for future investment will need to demonstrate a strong business case, and to have secured third-party contributions, for Government to take an investment decision.

This has been a good debate on a subject that you, Mr Bone, might well have wanted to take part in yourself, had you not been in the Chair.