National Policy Statement (National Networks)
Debate between Robert Goodwill and Jim Fitzpatrick(9 years, 4 months ago)
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Mr Goodwill
It is important to note that we have all agreed those EU standards at a European level. They are not being dictated to us by Europe; we agreed to them. It is important that we look at the reasons why air quality is deteriorating in some areas. The work that has been done on cleaning up buses has certainly helped in urban areas.
It is disappointing that, because of the economic problems under the previous Government, the car fleet was not renewed as quickly as we had predicted. Therefore, the older cars that produced more nitrogen oxides and other pollutants were not replaced as rapidly as they should have been. As we return to economic growth, with near record levels of vehicle registrations, more old dirty cars are going to the scrap heap and more new cars are getting on our roads, which will help. We can also use a number of mitigating factors on the strategic road network. For example, we are considering trialling barriers to try to channel pollution away from communities that are close to roads.
Jim Fitzpatrick (Poplar and Limehouse) (Lab)
I am very disappointed to hear the Minister blame the economic woes of the world economy, which affected the previous Government, for air pollution and the deterioration of air quality. Does he not agree that his first answer, which was, “We’re not quite sure what’s causing it, but we’re going to look at it”, was a much better answer?
Mr Goodwill
I was very careful not to blame the previous Government, but to state the fact that, because people were not buying as many new cars—for a variety of reasons, which I will not go into because we have just had a debate on that—we were not getting as many clean vehicles on to our roads. Moreover, it is always disappointing to see how the published fuel consumption figures at the bottom of an advert compare with use in practice. I have had discussions with the motor industry to see how we can make the test cycle, which is meant to give a clear indication of a car’s performance, more relevant to normal operating conditions.
Although we have made tremendous progress in reducing sulphur dioxide emissions by cleaning up fuel—we have taken lead out of petrol—we still have the problem of “knocks”. That is due not to the fuel but to the atmosphere, and is produced in the engine by the combustion process. However, it is linked to fuel consumption, so as we have more fuel-efficient cars, we will have fewer nitrogen oxides, which cause air pollution and health problems.
Oral Answers to Questions
Debate between Robert Goodwill and Jim Fitzpatrick(10 years ago)
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Mr Goodwill
As a North Yorkshire Member myself, I am aware of some of the changes to rural bus services that are affecting my constituents as well as my hon. Friend’s. The fact remains that, outside London, 44% of the fare box that goes to bus operators is provided through various subsidies. We need to be more intelligent in targeting the services that people, particularly pensioners, use in rural areas.
Jim Fitzpatrick (Poplar and Limehouse) (Lab)
Earlier this morning in Westminster, the Freight Transport Association launched its excellent 2014 logistics report. One policy area success that has eluded successive Governments is in the promotion of coastal shipping. What are the Government doing in this regard?
Local Authority Parking Enforcement
Debate between Robert Goodwill and Jim Fitzpatrick(10 years, 1 month ago)
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The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)
It is a great pleasure to serve under your chairmanship, Mr Rosindell.
I appreciate the work that has been done by the Select Committee in looking at the issue of parking and bringing forward its views, which the Government are considering along with other recommendations that have been brought to us. It is indeed an opportune time to discuss parking issues following the publication of this excellent report and also the Government’s consultation on parking, which concluded on 14 February.
Let me say straight away that we are currently considering over 800 responses to the consultation, and will be responding in full in due course. [Interruption.] I do not know whether, when the hon. Member for Poplar and Limehouse (Jim Fitzpatrick) was in the Department, he had to respond to things in due course, but I reassure him that this matter is in my in-tray and I am giving it a great deal of attention. It has not been parked in the tray marked “too hard to attend to”.
Jim Fitzpatrick
The Minister knows that he is held in high regard by the Opposition, as he is by his Government colleagues. I wish him every success with his in-tray.
Mr Goodwill
I wonder whether the reason why, in the report, there was a small “l” for the party name after the hon. Gentleman’s name is that the word “labour” is used not only as the name of a party but as a reference to someone’s working very hard on a subject. That could well be the reason.
This debate is timely. It is not simply a case of responding to the consultation and considering all the points but ensuring that we have agreement across Departments and across the coalition, as different Ministers may have different priorities when they arrive in Departments.
We ask parking and traffic management to deliver a number of objectives in parallel, and managing those competing demands on our roads will never be simple. The UK has more motor vehicles per mile than France, Germany or even the densely populated Netherlands, and traffic on our roads is forecast to increase. That is why we are investing £24 billion in the strategic road network in this Parliament and the next, a tripling of previous investment levels seen in this country. By 2021, we will be spending £3 billion every year on improvements and maintenance, which is the most significant upgrade of our roads ever. It is also why parking and traffic management have a vital role to play. Effective management enables people, goods and services to get to where they are needed and is essential for a growing economy.
Over the past few years, we have seen major changes in how parking is enforced. More than 90% of local authorities have taken over the civil enforcement of their parking services. I wrote to the other 10% today suggesting, without wanting to impinge on their local decision-making processes, that they look closely at the advantages of opting for civil enforcement. It has improved compliance, reduced congestion, freed up the police and, most importantly, made our roads safer.
When effective parking management breaks down, as in Aberystwyth, and in Scarborough in my constituency, where a couple of enterprising former police officers, armed with tape measures and copies of the science manual, managed to delay the introduction of our civil enforcement, the result is chaos. That is not good news for motorists and certainly not for businesses because it causes real problems. We must keep a close eye on the matter. How parking is managed matters to us all at some level, and we must ensure that the basic rules and regulations help councils to deliver balanced and effective parking strategies.
We are here today to discuss the Transport Committee’s recent inquiry into local parking enforcement and the Government’s recent wide-ranging parking consultation, which invited views on many of the Committee’s main recommendations. Despite what some press reports have claimed, we have not already reached a decision on changes to Government policy following the consultation. I will look carefully at all the responses, and am very aware of the wide range of views among stakeholders about sensitive issues such as camera enforcement.
The Select Committee’s inquiry and our consultation were prompted by three big issues for parking and traffic management: first, the challenges facing our high streets; secondly, the potential for the deployment and use of new technologies to improve the use of our roads, recognising that, in some cases, they cause the public concern; and thirdly, the widespread belief among motorists that some councils seem to view parking enforcement primarily as an opportunity to raise revenue. I will say a few words on each of those issues.
Our high streets are essential to our national life. They bring people together and are at the heart of our daily life and economy. In London, more than half of the jobs in the capital are spread across just 600 high streets, and two thirds of Londoners live within a five-minute walk of their local high street. However, our high streets are going through long-term change. Those changes are significant and require communities to play an active role in shaping their high streets. There are far too many empty shops throughout the country. We have put in place a £1 billion package of support to help local people reinvigorate their high streets. Recent figures show that the number of empty shops on UK high streets fell in December 2013, which was the first time the rate has fallen below 14% since July 2010.
Ensuring that convenient and safe parking is available at reasonable cost is part of the answer and many areas need to improve. During her recent review, Mary Portas found that in many areas
“parking has been run-down, in an inconvenient place, and most significantly really expensive.”
The recent survey from the Association of Town and City Management and the British Parking Association found that some mid-range areas were charging 18% more for parking than larger and more popular retail locations. Indeed, many such locations have free parking. The question for local businesses and residents is: what more is needed to get the local council to improve parking provision in their area?
In the consultation, we suggested one way that could be achieved: by allowing local residents and firms to be able to petition the council to initiate a review of parking policy in their area. That might be a request for lower charges, for a review to see if additional spaces could be provided, or for better street lighting to improve safety.
The second issue is the potential for new technologies to help to manage our roads more effectively. The introduction of GPS-based systems, new sensor technologies and increasing integration with smart-phones can revolutionise parking. When I parked at York station this week, I used my phone and if my return is delayed, I can update my parking period using my phone without the anxiety of perhaps being fined for overstaying.
Better and more efficient parking services can be delivered in real time, bringing benefits to high streets and road users throughout the UK. However, the capabilities of new technologies bring with them an increased responsibility to ensure that parking is enforced fairly and proportionately. I firmly believe that most of those involved in the parking industry, from local authorities to private sector service providers, aim to do just that. However, the use of CCTV, in particular, causes public concern.
The Department’s guidance states that CCTV cameras should be used only where parking enforcement is difficult or sensitive, and enforcement by a civil enforcement officer is not practicable. Cameras can be more contentious than boots on the ground, and the Select Committee took evidence that resident permits and blue badges may not always be visible to cameras. The Committee reported that in some cases cameras are used routinely for on-street parking violations, despite my Department’s statutory guidance. Our consultation also asked about options to address those concerns, bearing in mind that, as the Committee pointed out, cameras can have a useful role in some circumstances, such as outside schools and in keeping bus lanes clear. We must look at the needs of all road users in the round and look for balanced solutions to the issues.
Finally, there is a real problem with the public’s view of local authorities’ approach to parking and traffic enforcement. The Select Committee said that there is a
“deeply rooted public perception that local authorities view parking enforcement as a cash cow”.
From 1997-98 to 2010-11, net surpluses from parking rose from £223 million to £512 million. Net income from local authority parking services is expected to rise from £601 million in 2012-13 to £635 million in 2013-14, an increase of 5.6%. That headline figure reflects parking charges as well as penalties, but I am determined that public confidence in enforcement should not be undermined. The Committee has identified the importance of the Government mandating the production of annual parking reports by local authorities, so the public fully understand the strategies, and where the money from parking goes. We have been very clear that the ring fence on surpluses will remain. Fines for those who break the rules will be used only to improve the roads or environment for those who play by the rules.
The Select Committee asked whether the current system is as fair as it can be for those who inadvertently make a mistake. First, it asked whether independent traffic adjudicators should be able to allow an appeal when they determine that a council has ignored statutory guidance. Secondly, it asked whether the current system acts as a disincentive for people to appeal. There is a legitimate concern that discounts on prompt payment following appeal would result in every charge being appealed so, following the Committee’s recommendation, we have asked whether the introduction of a 25% discount for motorists who pay within seven days of losing an appeal might be worth while. In addition, it might be worth considering whether discount for appeals that are lost could be allowed only if the appeal was made during the period for which the initial discount applied. We will consider that in more detail.
Thirdly, the Committee recommended that the statutory guidance should stipulate a grace period after the expiry of paid-for time. The British Parking Association’s response to the consultation states that in practice most local authorities do that already, so we are also considering whether mandating a grace period of perhaps five minutes after the end of paid-for parking might provide the public with reassurance that they will never be issued with a ticket just one minute after the meter runs out.
The hon. Member for Liverpool, Riverside (Mrs Ellman) made several points. She talked about the possibility of validating tickets so that someone who pays in a local authority car park can use that ticket to obtain a discount in a local shop, which would presumably be reimbursed by the local authority—or perhaps by the shop itself as part of a local discount scheme. That already works in some supermarkets to encourage customers only to use those supermarkets, but that is a matter for local councils, as is free parking for short periods at certain times, such as Christmas, which Scarborough borough council provides as a way of getting people into that excellent shopping location.
Are local authorities following the code of practice? If people appeal on the ground that the code of practice was not followed, the adjudicators will see that as important. They will often be sympathetic if people make honest mistakes.
The hon. Lady talked about the response to our consultations. I have some of the responses here. For example, the question was posed:
“Do you think motorists who lose an appeal at a parking tribunal should be offered a 25% discount for prompt payment?”
The overall response was: yes, 44%; no, 56%. However, among individuals, as opposed to organisations—I suspect that quite a lot of councils were among the organisations—54% favoured the rolling forward of the discount and 46% were against, while among organisations only 23% were in favour of rolling forward, while 77% were against. Therefore, even among individuals there was a mixed result.
We also posed the question:
“Do you think that authorities should be required by regulation to allow a grace period at the end of paid for parking?”
There again, the results were balanced. Overall, the response was exactly 50:50. Among individuals 51% were in favour and 49% were against, and among organisations 45% were in favour and 55% were against. The picture from the consultations is not clear on the rolling forward of the discount or the period of grace at the end of paid-for parking. As I have already said, however, many local authorities already have a grace period.
The hon. Lady also asked about pavement parking. We have given local authorities powers on pavement parking, but we do not collect statistics on how many authorities have used those powers. In London, of course, there is an enforceable general ban on parking on the pavement. On guidance issued to local authorities, we are considering the responses to the consultation and we will reply in due course.
On local authority transparency, the Department for Transport does not know whether all local authorities are fully transparent regarding their fine revenues, as that matter is reported to the Department for Communities and Local Government.
Jim Fitzpatrick
Before the Minister continues on transparency, he was answering the question on pavement parking that my hon. Friend the Member for Liverpool, Riverside and I raised. That is a huge issue for organisations such as Guide Dogs and Living Streets, which campaign for people with mobility difficulties. He said that he is waiting on the responses and on further consideration by his Department, but will he assure us that he will look carefully at that? As he said, in London the protocol is that such parking is forbidden unless specifically allowed, whereas elsewhere it is almost the reverse of that. Those campaigning organisations would rather see more emphasis on looking after people with disabilities and mobility difficulties than allowing a free-for-all.
Mr Goodwill
The hon. Gentleman is right. I am sure that, like me, he gets letters from constituents complaining about pavement parking. People are often surprised to discover that in many parts of the country such parking is perfectly legal. We have a similar problem with motorcycles in bus lanes, in that we do not have a consistent approach throughout the country.
There was also discussion about non-UK vehicles and whether we engage in cross-border agreements with other member states. We are talking not just about foreign vehicles breaking regulations in the UK, but British drivers caught contravening rules in other parts of the European Union. Although I am sure it would be popular in the UK to ensure that foreign vehicles fully comply with our rules, I suspect that we might see stories in the Sunday newspapers and some of the tabloid press about people being unfairly penalised for potential offences carried out in other parts of the EU where their ability to appeal might be restricted by language difficulties and so on. It does work both ways. Indeed, there is a system for the heavy goods vehicles levy whereby a deposit payment is taken in advance of a court case. In many cases, when the offence is admitted, the deposit is taken in default of the actual penalty.
The hon. Member for Poplar and Limehouse talked about fines and foreign-registered vehicles. As the law stands, parking companies and local authorities can and do use European debt collection agencies. We recognise, however, that that may not always be economically realistic and that sharing of vehicle-keeper information to pursue those debts is not currently covered by international treaties. Many member states have reservations about data sharing across borders and any proposal in that area would need to be carefully thought through.
In conclusion, I believe that the majority of local authorities and parking providers are doing very good work. The challenge now is to deliver equally high standards throughout the parking sector as a whole. That means preventing the examples of poor management or bad practice that are so prominent in the media.
As I mentioned, we have received more than 800 responses to the parking consultation. I have no illusions about just how important these issues are, and following those responses and our useful debate I will be looking carefully at the options going forward. Parking and traffic management is important to the public and to our communities, and it is vital to the health of our local economies.
Disabled People (Access to Transport)
Debate between Robert Goodwill and Jim Fitzpatrick(10 years, 4 months ago)
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Mr Goodwill
As I thought I had made clear, where Crossrail is carrying out substantial construction work at stations, it has an obligation to make those stations accessible, but where stations are not being modified, Crossrail is not forced to make them accessible to be legally compliant. However, as I have said, work is ongoing, and we will be in a much better position by the spring. May I also point out that the wonderful new north-south railway line that we are endeavouring to build will be fully accessible on High Speed 2?
Jim Fitzpatrick
The Minister must be very frustrated by this situation, because Crossrail will be the showcase for UK plc—the latest 21st-century addition to our major national infrastructure. He knows, as we all do, how difficult it is to retrospectively make all these kinds of changes. Crossrail is being built now; if this work is going to happen, it should be happening now. I hope that he will make his best efforts to ensure that Crossrail finds a solution to the problem of the small number of stations that are still being left out at present.
Mr Goodwill
I hope that what I said did not close the door on doing something. The points that the hon. Gentleman makes are absolutely valid, and we will be able to make the position much clearer by the spring of this year.
Oral Answers to Questions
Debate between Robert Goodwill and Jim Fitzpatrick(10 years, 5 months ago)
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Mr Goodwill
HS2 will have a connection via Old Oak Common that provides quick Crossrail connections to Heathrow airport as well, with an 11-minute connection time and eight trains per hour.
Jim Fitzpatrick (Poplar and Limehouse) (Lab)
Does the Minister agree that in order to promote Birmingham airport it would be a good idea to rename the railway station right next to it Birmingham airport station?
Mr Goodwill
I suspect that people will start to call it that anyway, so it seems an eminently sensible idea.
Oral Answers to Questions
Debate between Robert Goodwill and Jim Fitzpatrick(10 years, 6 months ago)
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Mr Goodwill
We have introduced measures to ensure that anyone disqualified for drink-driving twice in 10 years will be classed as a high-risk offender. High-risk offenders cannot get their licence back until doctors are satisfied that they are medically fit to drive again. The figures that my hon. Friend mentions are of concern, but they are against a trend of ever-reducing levels of fatality on our roads involving drink-driving.
Jim Fitzpatrick (Poplar and Limehouse) (Lab)
The biggest killers of young people in the UK are road crashes. The Government have been promising a Green Paper, not a White Paper, on graduated licensing for young drivers since the spring. When are we likely to see it?
Mr Goodwill
It is absolutely true that while young people make up 8% of drivers and account for 5% of miles driven on our roads, they account for 18% of accidents. We will publish the Green Paper before the end of the year.