Draft Passenger and Goods Vehicles (Tachographs) (amendment) Regulations 2016

Ruth Cadbury Excerpts

Wednesday 10th February 2016 General Committees

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

It is a pleasure to serve under your chairmanship for the first time, Mr Hanson.

I hope we will not have to divide the Committee on this statutory instrument, because a lot of it seems non-contentious. I know that the UK prides itself on our high standards of commercial vehicle safety. For example, the Freight Transport Association has observed that there is little evidence of impropriety in this country in relation to the calibration of tachographs. However, I want to press the Minister on one area of the regulations that I have significant concerns about.

While the crux of the regulations is to ensure better quality of tachographs, if I have read them right, they also extend exemptions from drivers’ hours rules from 50 km to 100 km. As far as I know, the EU regulation that gave rise to this SI allows that but does not require it. I would appreciate it if the Minister’s confirmed whether I am right about that. If I am, and the extension is not required by the EU regulation, one has to ask what Ministers are trying to achieve by inserting it in these regulations.

The Government’s explanatory memorandum says:

“Road safety is improved by ensuring that professional drivers’ working hours are not excessive”.

However, by doubling the radial base for exemptions, do the regulations not have the potential to undermine that objective completely? That certainly seems to be the view of one of the key bodies that the Government consulted on these regulations. The Minister referred to some responses he received from business, but he did not refer to the response he received from Unite, the main trade union involved in the road haulage industry. I draw attention to my entry in the Register of Members’ Interests.

I want to quote from the consultation document that the Government put out to interested bodies and from Unite’s response. The consultation asked:

“Do you agree that we continue to apply the national derogations to EU drivers’ hours (for USPs, vehicles using natural or liquefied gas or electricity and those carrying live animals to market,) with the extension to 100km radius? Please explain your reasons. Also, can you provide any further information on the costs or benefits of the extension of these exemptions/national derogations for any of the various sectors?”

Unite’s response was quite instructive:

“Unite believe what we need to remember is the reason the legislation was put in place was to combat driver fatigue. However with changes and derogations i.e. the introduction of Periods Of Availability (POA), the POA has been abused by employers to stretch the driver’s working day and get round the law.

Employers have an obligation in law to ensure their employees do not come to any harm at work (Health and Safety regs, Management regs and the Corporate Manslaughter regs).

However tiredness for drivers is endemic (just-in-time) industry imperatives and physiological intimidation seems to be the way transport operations do business today. POA is a tool that is being misused by employers to reinforce these practices. It is time that this is addressed with the removal of POA. This would be a major step in making roads safer for us all.”

Question No. 7 in the Government’s consultation was:

“Do you believe we should retain the 50km criterion for driver CPC or increase it to 100km? Please explain your reasons”.

The response was:

“Unite believes we should retain the 50 km criterion for driver CPC for the reasons stated above”.

Looking through the Government’s explanatory memorandum for these regulations, I am still none the wiser as to why they felt it necessary to double the distance and the radius-based exemptions in the UK. In fairness to the Freight Transport Association, it has been a bit clearer than the Government. It says:

“The complexity of rules will be significantly reduced by all radius based exemptions being uniform 100 km and therefore reduce the chance that the driver is penalised because he has become confused by the complexity rather than posed a realistic threat to road safety”.

I get that, but what I find unsatisfactory is that the Government do not appear to have addressed this issue at all. While the impact assessment looks at this issue, it takes the view that the extension to 100 km will be

“a deregulatory and proportionate measure reducing the administrative and financial burden on businesses and individuals”.

Again, I get that, but as far as I can see, the impact assessment makes absolutely no reference to the issue that Unite raised—in other words, any possible implications for safety. Can the Minister outline whether he has received any responses raising concerns about safety and the possible impact on driver fatigue that this extension could have? The impact assessment recognises that there were 95 accidents involving heavy goods vehicles for which fatigue was listed as a contributory factor, so why does that assessment not consider the possibility that that number could increase?

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

My hon. Friend might want to comment on the fact that Brake, the road safety charity, says that one quarter of all crashes on Britain’s main roads are tiredness-related and that extending the hours could have a further significant impact, to the detriment of other people on the roads.

[Richard Burden]

My hon. Friend makes a very good point. Driver fatigue is, to use Unite’s word again, “endemic” in the road haulage industry. Drivers have long hours. There are not many other professions in which people do not know where they are going to stop for their next meal or where they will be able to go to the toilet next. They do not know whether they will be stuck in a traffic jam that means that they just cannot finish work when they need to, however tired they are.

My hon. Friend is right. The problem of fatigue affects not only the driver, but potentially other road users; it is a hazard to other road users. It is therefore very unsatisfactory that the Minister appears to have just skated over that. He has not mentioned it at all in his explanatory memorandum or in his statement today. I therefore ask him to answer this question when he responds to the debate. Why has he not addressed this issue? I want to be confident that the Government are not creating a situation in which more drivers further from home will be under pressure to drive regardless of their fatigue levels. Surely it is reasonable, if we are to pass this SI today, that we get some answers from the Minister on this issue.

We may not get to the bottom of this in the time available today. If a lot of what the Minister proposes in the regulations is sensible, it would be unfortunate if the whole SI had to be held up on this one point. If that is not to happen, we need to know from the Minister what he will do to listen and to act on the concerns that have been expressed to him by hon. Members here today and by Unite. One way he could do that would be by building in a robust review mechanism for the SI, but as far as I can tell he is suggesting precisely the opposite.

Paragraph 12 of the explanatory memorandum, entitled “Monitoring & review”, states:

“A review provision should be included in all secondary legislation that regulates business other than in exceptional circumstances where the potential benefits of doing so are clearly outweighed by the potential adverse effects…The reasons for not including a review provision in this instrument are, firstly, that most of the substantive changes that are being made by the instrument are amendments to primary legislation which is outside the scope of the review provision policy. Secondly, almost all of the changes to secondary legislation are simply the updating of references to EU Regulation 165/2014 and as such the introduction of a requirement to review the amended instruments would be disproportionate in the circumstances…Andrew Jones MP has made the following statement regarding the inclusion within the instrument of a periodic review provision:

‘It is not appropriate in the circumstances to make provision for review in this legislation.’”

That is simply not good enough. Either the Minister can fully answer the concerns that have been raised about the extension of the limit from 50 km to 100 km in a way that we can all understand and that is watertight, or, if he cannot do that today, he can acknowledge those concerns and undertake to build in a robust review mechanism and a timetable for that review, through which any concerns can be explored and addressed. What is simply not acceptable is for him to do neither of those things. I therefore invite the Minister to revise what he said in his explanatory memorandum, to commit today to a review of these changes and to tell us what that review will consist of, when it will happen and how he will conduct it.

The reason for that is related to precisely the point that my hon. Friend the Member for Brentford and Isleworth made about improving road safety through more effective enforcement of tachograph legislation. It is important that professional hauliers and drivers have adequate places to stop for rest breaks, as required by law. As I have said, there are not many occupations where someone’s place of work makes it unclear when they will get their next meal, where they will next sleep or even when they will be able to use the toilet.

The logistics industry has highlighted a package of measures to make the industry a more attractive place to work. Much of it relies on Government support for the appropriate infrastructure. For example, does the Minister recognise that Highways England must ensure the provision on its network of adequate secure lorry parking, with toilets and provisions?

As an aside, I would be grateful if the Minister updated the Committee on the M20 lorry-park consultation and when he hopes to publish a response. Will he also tell us what the Government are doing to deal with the manpower time bomb in the industry, with the failure to attract sufficient new recruits, when it is vital to our economy?

I gather the regulations are the foundation for the development of what Ministers refer to as “smart” technologies that will automatically record driver location. Will the Minister provide a timeframe for when those might be introduced? Until then, even with these regulations to improve the assessment of tachographs by enforcement bodies, concerns remain about falsification as well as ability of the DVSA to monitor and enforce drivers’ hours effectively.

Although there is little evidence of falsification in the tachograph calibration market in the UK, the Road Haulage Association has recognised that the falsification of tachograph records is one of the most significant offences within the industry, with enforcement agencies unable to track rest stops, and any threat of sanction sadly often woefully weak.

I would be grateful if the Minister revealed whether the trend, highlighted by the RHA and others in the previous Parliament, of a dramatic fall in recent years in the number of roadside checks and issuing of fixed-penalty notices has continued. Will the Minister write to me outlining the figures and the amount generated from fixed-penalty notices issued to drivers of heavy goods vehicles and firms, indicating the proportion relating to tachograph offences?

I would welcome some answers today to the issues I have raised, in particular those that draw on the response that the Minister has already received from Unite. As he is unlikely to bring the Committee to a place where we can reach firm conclusions today, will he do the only possible thing, if the SI is to receive cross-party support, and commit himself to review the operation of the regulations with a clear timetable, so that the issues can be properly addressed? I look forward to his response.

Cycling: Government Investment

Ruth Cadbury Excerpts

Wednesday 3rd February 2016 Westminster Hall

[Chris Green]

Absolutely. We need a whole range. Emphasis on the roads is important, because people use them to go to the shops and so on, so there is a lot of functional utility to them, but we also need to encourage families to spend time together on their bicycles. It is a great way of having a sustainable cycling environment and culture.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

I, too, congratulate the hon. Gentleman on securing the debate. He gave the excellent example of cycle routes on main roads. Does he agree that in many areas, particularly residential ones, rather than dedicated cycle routes, what works well is quietening back streets to reduce through traffic? My hon. Friend the Member for Hackney South and Shoreditch (Meg Hillier) explains how her local authority has done that. That makes the environment safe for cyclists and pedestrians without the need for dedicated cycle routes.

[Chris Green]

I appreciate that. It sounds like a great use of local initiative. We must be very careful about prescribing too much and telling local authorities, “This is what you must deliver and how you must deliver it.” They must reflect local circumstances and ideas for the local community, because they can make a huge difference.

Many cyclists see how much priority councils sometimes give to maintaining cycle lanes—if a cycle lane is unusable, is it really a cycle lane? We often see overhanging branches, impassable potholes, large puddles, parked cars and poor-quality surfaces, which are especially noticeable for those on racers. I have a racer, and I cannot use some cycle lanes. I have to go on the road, simply because of the nature of the bike. I wish I had four bicycles so that I could choose one appropriate to the road surface. All cycle lanes should conform to the Department’s design guidance, but too often it seems the bare minimum is done rather that what most cyclists want. The design should be centred on cyclists’ needs. It would be better if more people cycled—if those who made decisions about cycle tracks were cyclists, they would understand better what should be implemented. It is particularly important to have good cycle tracks for disabled people who are able to cycle and use a bike as a mobility aid, but find that the infrastructure is working against them.

As a cyclist, I am acutely aware of the lack of good-quality bicycle racks, which, by their presence alone, promote cycling. If we create the right environment, the cyclists will come. Our local authorities have a duty to provide an environment suitable to support and promote cycling.

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[Ruth Cadbury (Brentford and Isleworth) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Bone. Along with the hon. Member for Cheltenham (Alex Chalk), I co-chair the all-party parliamentary cycling group, and I refer the Chamber to its 2013 report, “Get Britain Cycling”.

I want to try and resist using the term “cyclists”, as it might imply that people who ride bikes are in some way a protected category. Most households have at least one bike in their shed or garage. Many people cycle occasionally and some cycle regularly. Many more would cycle regularly if they were encouraged to and if they felt their route was safe.

The advantages of cycling for people’s health, the economy and the public purse are clear and have been alluded to by other speakers today. However, to increase cycling, we need to see not only financial investment from the Government, but investment in political leadership and policy development and the setting of a good example. If the Dutch Government can make the journey that they have made over the past 30 to 40 years, there is no reason why the UK Government cannot follow.

Safety is at the heart of the investment strategy, for people will not get on their bikes unless they feel safe. There are a number of examples of improvements that need not cost the public purse anything but which could be described as investment in cycling. Transport for London has trained 20,000 heavy goods vehicle drivers in cycle awareness and many thousands of cyclists in HGV awareness. The “Exchanging Places” programme educates HGV drivers and cyclists in London about the problems of visibility from the driver’s cab of a cyclist trying to pass. That is now being rolled out in other cities.

There has been work in London to improve the mirrors installed in drivers’ cabs, and also to install alarms, but we ask the Department for Transport to make those mandatory. If TfL can enforce such standards in London, the Department and police authorities can surely work together to do that nationally. It would be really helpful if the DFT required all HGVs to install full-length windows on their left-hand cab doors—a small expense if it can save a life. While waiting for EU law to catch up, the DFT could set an example by requiring all contractors on major transport schemes to use such cabs.

The all-party group on cycling has invited the Secretary of State for Transport to see for himself a new generation of HGVs—I invite the Minister to see them too—as used by a company called Cemex; the lorries are made by Mercedes. We hope to bring a demonstration model into the precincts of the Palace of Westminster so that all parliamentarians can see it.

Many Members will join me in expressing deep concern about today’s story from Nottinghamshire that the Crown Prosecution Service is unable to prosecute the driver of a hire car who was filmed carrying out a brutal and deliberate hit and run attack. There is not a good defence. Nottinghamshire police can surely work out who drove the car and enforce the law.

We seek a single, national set of design guidelines, building on the excellent work of TfL and the Welsh Assembly. I hope the DFT will put aside a modest budget to house a repository of good practice knowledge.

Airports Capacity

Ruth Cadbury Excerpts

Monday 14th December 2015 Commons Chamber

[Mr McLoughlin]

My hon. Friend has led this campaign and never misses an opportunity to mention Manston airport, not only in the Chamber but every other time I meet him. He mentioned John Holland-Kaye’s comments on the “Today” programme last Friday which I think were about current capacity for flights from Heathrow for the movement of freight, but my hon. Friend is talking about setting up a completely new operation at Manston, and I wish him well in his campaign.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

I believe that the delay is not merely political expediency; I believe that the Secretary of State has come to realise something I have known for 15 years: expansion at Heathrow is just too difficult. As well as air quality and noise, will he address the business case, over which the Airports Commission’s economic advisers seem to differ? Will he properly assess the ground-based security and crash risks of the different options—they were not so assessed in the commission’s report? Will he force Heathrow airport to declare where the flight paths will be, particularly the approach paths, and the differences between what the commission recommends for Heathrow and what Heathrow is prepared to accept?

[Mr McLoughlin]

I think I might need an Adjournment debate to answer those questions. The Airports Commission has considered all those points in detail, and I have said that extra work is being done, which is the right thing to do.

Oral Answers to Questions

Ruth Cadbury Excerpts

Thursday 10th December 2015 Commons Chamber

[Claire Perry]

I am happy to confirm my interest in reducing overcrowding nationally and in Cannock Chase, which my hon. Friend represents with such vigour.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

6. What recent progress he has made on publishing a cycling and walking investment strategy.

[The Parliamentary Under-Secretary of State for Transport (Claire Perry)]

As a keen cyclist myself, I am delighted that the Government continue to encourage more cycling and walking across England. We did good work under the last Conservative Government: spending per head rose from £2 in 2010 to £6 now and more than £10 in the cycling ambition cities. On the long-term vision, we have made it clear that we want to make the UK a cycling nation. One step will be to publish a cycling and walking investment strategy next summer. The recent spending review committed more than £300 million to support cycling.

[Ruth Cadbury]

The comprehensive spending review contained little new money: just £1.49 per head over the Parliament. My predecessors in the all-party cycling group recommended £10 per head per year, which the Prime Minister agreed with. How can we deliver an effective cycling and walking strategy with only £1.49 per head?

[Claire Perry]

I commend the hon. Lady and my hon. Friend the Member for Cheltenham (Alex Chalk) for their co-chairmanship of the all-party group. She is right to focus on the need to invest, but in our view, and hers I think, the investment should be targeted, which is why the cycling ambition cities get more than £10 per head. Her analysis does not include our commitment that every mile of new road built by Highways England must be cycle-proof or the additional money for local growth funds so that cities and towns that want to encourage cycling have the freedom to do so.

Airports Commission: Final Report

Ruth Cadbury Excerpts

Thursday 26th November 2015 Commons Chamber

[Sir Gerald Howarth]

My goodness me, it must therefore be very authoritative. I accept the argument that there is an imposition, but, as I have said, those who live there choose to live there, and for many of them, including several of us in the Chamber today, proximity to Heathrow—

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

Will the hon. Gentleman give way?

[Sir Gerald Howarth]

I will not give way. I gather that the hon. Lady represents me in Chiswick. She is not as good as her predecessor, so I cannot give way.

People know what to expect, and those of us in the House who live close to Heathrow have the benefit of that, as I found the other day when I left my wallet behind on leaving for Heathrow, but returned home and still got through security in time to catch my plane to Edinburgh.

Let me make a local point. I represent Farnborough, which has the most prestigious business airports in the world, run by TAG Farnborough airport. It provides for the business community, and takes a lot of the load off Heathrow and Gatwick. It will continue to do so provided it is not impaired by the Ministry of Defence, which is giving preferential treatment to Northolt, and it should not do at the expense of the private sector.

We are the beneficiaries of the Victorians’ vision: they went ahead and built great schemes—this building is one of them—of which we are still the beneficiaries. Since then, we have been subjected to a lack of vision and to paralysis. I saw a map produced by Slough Estates, dated 1935, for an orbital road around London, but it took 50 years. We cannot go on like this. The commission has given us a comprehensive analysis and an answer. We need to get on with it now.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

I thank the previous speaker, the hon. Member for Aldershot (Sir Gerald Howarth), who is also my constituent, but I am afraid I am going to disagree profoundly with you.

[Madam Deputy Speaker (Mrs Eleanor Laing)]

Order. The hon. Lady is not going to disagree with the Chair. She might disagree with the hon. Gentleman, but she will not disagree with the Chair. I am clamping down on this now, because we have been here a long time.

[Ruth Cadbury]

My sincere apologies, Madam Deputy Speaker. I am still getting used to the conventions of this place.

What happened to the Prime Minister’s decisive statement—

“No ifs, no buts, no third runway at Heathrow”—

that he made prior to the 2010 election? Six years later, we are on the eve of announcements that may mean the Prime Minister giving the third runway at Heathrow the green light. That decision would be devastating for my constituency, have irreversible implications for London and the UK, and not provide the quick or economically sustainable solution to runway capacity that business is seeking. The Heathway runway 3 option is the only one of the three deliverable options in the Airports Commission report that it recommends, and it does so through a flawed economic assessment of its own figures.

Before I go further, I thank the Backbench Business Committee for allowing this debate to take place. For helping me today, I also thank the Heathrow Association for the Control of Aircraft Noise, CHATR—Chiswick Against the Third Runway—as well as West London Friends of the Earth and Hounslow Council.

Heathrow should be better, not bigger. I recognise the significant local and national benefits it brings to the economy now. I oppose expansion because I want no increase in the noise and pollution that the airport already causes, and I want to work with it on reducing those negative impacts.

[Mark Field]

Will the hon. Lady give way?

[Ruth Cadbury]

I will continue because I have a lot to cover.

Heathrow Airport Ltd may be winning on the amount spent on PR, but this Parliament has a duty to assess the optimum solution, not be swayed by marketing rhetoric.

[Adam Afriyie (Windsor) (Con)]

How long does the hon. Lady think we can continue to assess this? The debate has been running for 20 years. How many more years do we need for this endless theological debate? Will there ever be a conclusion to this debate?

[Ruth Cadbury]

There will be a conclusion if the Prime Minister considers the quicker, less costly and less risky option of Gatwick.

Most people who will be impacted by runway 3—those who will be affected by the change in respite periods and those under the new landing path—do not yet know what that impact will be. British Airways no longer supports Heathrow airport runway 3. The chief executive of its parent company has expressed serious concerns about how a third runway would be funded. Mr Walsh has said:

“The infrastructure is not fit for purpose. The price tag is excessive and cannot be justified on any basis. We didn’t ask for it and we’re not paying for it.”

Business has said time and again that a quick decision is needed. Businesses want to get to and from London, and to and from their markets. Heathrow Airport Ltd is often not top of their agenda.

[Ian Austin]

Businesses also want to get to other parts of the country, not just to London. I do not understand why people in the south-east do not understand that Gatwick is much more difficult to get to than a brilliant regional airport such as Birmingham, as I said earlier. It is within a two-hour drive for 35 million people in this country. Why can we not use the spare capacity at Birmingham? With HS2, it is within 40 minutes of London, and could in effect become Heathrow’s third runway. Why do we not do that?

[Ruth Cadbury]

I thank my hon. Friend. There are other solutions, but I am concentrating on the subject of the debate, the Airports Commission, which recommended Gatwick as one of its three options for an additional runway in London and the south-east.

For residents, expansion at Heathrow will mean 40% more flights overhead; 50% more of London and the south-east in a high-noise area, such as the 57 dB Leq area; more air pollution; less respite for those areas that currently benefit from it; more traffic congestion; little chance of getting or keeping a cap on night flights; and yet more pressure for yet further expansion—in other words, the possibility of a fourth runway. The announcement of a third runway will start a long, drawn-out process. Legal challenge is a real possibility. This will not be a quick process.

I want to cover what Heathrow, with two runways, means to my constituents now. My constituency lies between Heathrow and central London, beneath the landing paths of planes approaching over London. Heathrow is with us: it has been with us for almost 70 years and it is part of our daily lives. It provides jobs and economic stimulus for a wide area of west London and the Thames valley, but it also brings noise, traffic congestion and air pollution. I have never advocated that it be closed or reduced in capacity, and I do not like being accused of that. A real threat to Heathrow’s future would be the Mayor of London’s proposal for a Thames estuary airport.

When Heathrow airport is operating in a westerly direction, which is 70% of the time, planes approach the airport directly overhead every 60 to 90 seconds for 17 hours each day. They are locked into their final approach, so there is no variation for the homes, schools and workplaces that are directly underneath those planes. More than half my constituents live within the 57 dB noise contour and the rest of my constituents will do so if a third runway goes ahead. The noise starts at 4.15 every morning with, on average, 16 flights before 6 am. The noise is then continuous for an hour and, from 7 am till 3 pm, those under the approach of one runway get continuous noise before the planes switch to the other runway until the airport finally closes down, so long as the weather is not bad, at 11.30 pm.

It is not just my constituents who are affected; more than 700,000 people in London and the south-east are affected every single day. More people are affected by aircraft noise near Heathrow than at any other major European airport.

For my constituency, a third runway would mean a 40% increase in flights. It would also include the rest of the constituency in the high-noise area, allowing it to share the joy of continuous overflying for eight to 10 hours a day. Air quality, which is already in breach of EU limits, would be worse, as would traffic congestion and pressure on housing, jobs and public services.

For some, a third runway would mean the loss of their home. Last night I met Armelle, who has been a resident of Harmondsworth village for 46 years. Ninety minutes after the Davies commission report was published, she and her husband received a hand-delivered letter from the chief executive of Heathrow Airport Ltd, telling them about the arrangements to be made for buying their home at a price that would not buy a flat in most of west London. Her husband fell ill as a result of the pressure that letter caused and, within eight weeks, he sadly passed away. Armelle’s MP, my hon. Friend the Member for Hayes and Harlington (John McDonnell), is a Front Bencher and so is unable to speak in this debate, so she asked me to make the House aware that a community of more than 10,000 people and 4,000 homes will have to leave if Heathrow expands. She said, “You cannot replace a community.”

The main reasons to oppose expansion are noise, air quality, a business case that does not stack up and flaws in the economic arguments in the Davies commission report. In conclusion, Heathrow runway 3 is the most costly, most complex and highest risk of the three proposed schemes in the Airports Commission report. Furthermore, it is predicated on conditions that the airport operator is not prepared to concede.

--- Later in debate ---

[Sir Simon Burns]

I fully appreciate what my right hon. Friend says, but the critical part of his intervention was his comment that local people do not want this change.

The issue of the pressures imposed on Heathrow’s operations over many years has been paramount. Some people have suggested that there should be, in effect, a joint hub for the United Kingdom, based on Heathrow and Gatwick. That was tried in the 1980s and the 1990s, and it was a failure, not least because the major airlines wanted the slots at London Heathrow. There is, of course, the alternative of Gatwick, for which some of my hon. Friends have, quite rightly, argued.

The independent Davies report looked in tremendous detail at all the alternatives, including the proposal from my hon. Friend the Member for Uxbridge and South Ruislip (Boris Johnson), the Mayor of London, of which, as an Essex Member, I have to say that I was unfortunately not in favour. An independent body has carried out research and analysis, and has come up with conclusions in what I consider to be a formidable document. It will clearly not find favour with some people, particularly in parts of central and south-west London, but I must add one caveat. Given the sheer number of jobs that are dependent on Heathrow as a thriving airport, not simply in London, but in the home counties and beyond, I find it strange that there should be a potential silent majority—that people who work at Heathrow and rely on it for their livelihoods remain silent and do not make what I assume to be their case.

[Ruth Cadbury]

Will the right hon. Gentleman give way?

[Sir Simon Burns]

I will not, because I have only a short time in which to speak. I think it would be useful to hear more from both sides, but what is most important is for us finally to put to bed this constant bickering and arguing, and to come up with a coherent proposal that we can take forward in order to protect our position as the supplier of the hub airport for western Europe.

I also think—I accept that this is equally controversial and would require all-party support—that we should look again at the planning procedures governing major projects in this country. It is crazy that it takes so long to build a project. In order not to antagonise too many of my hon. Friends, I shall exclude the airport from the equation. Let us take HS2, or terminal 5 at Heathrow, or a few of the other big projects that are beneficial to the economy and that the country badly needs. It is necessary to faff around with all the procedures in order to get from A to B, and then to C, namely the eventual opening and operation of whatever the project may be. That is wrong, and we need to reform those procedures. We should not cut away people’s right to object and have their concerns expressed, but we should ensure that the procedures cannot be used to gerrymander the process, and to delay and delay and delay.

For what it is worth—I am approaching the final seconds of my speech; I will survive alive!—from a purely personal point of view, I think that Heathrow has a compelling case for expanding to meet our capacity problems and to ensure that we have a thriving and successful aviation industry.

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[Mark Menzies]

Actually, I have read the report and the one thing very clear from it is that Davies has given a very strong indication of a preference. It is very frustrating that those who are viscerally opposed to Heathrow refuse, time and again, to provide clear alternative options. Today we have even heard Members say, “Let’s have more reviews and more discussions. Let’s kick it into the long grass.” We have even heard threats that the runway will never be built because of legal challenge.

[Ruth Cadbury]

Will the hon. Gentleman give way?

[Mark Menzies]

No, I will continue. It is frustrating that national infrastructure issues that affect not just London but my constituents in Fylde are being sucked down to the lowest common denominator of what is right for a handful of constituencies in west London.

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[Jeremy Quin (Horsham) (Con)]

I congratulate my hon. Friend the Member for Twickenham (Dr Mathias) on securing the debate. Its timing is fortuitous, given that it comes the day after we were reminded so starkly, in the autumn statement, of the importance to the UK of a growing and successful economy.

If we are to ensure that our economic legacy to future generations is not just billions and billions of pounds of debt—if we are to ensure that the future prosperity of our country is not trapped in the south-east of England, but embraces all the nations and regions of the United Kingdom—we shall have some very difficult, but necessary, decisions to make. As we were reminded by my hon. Friend the Member for Twickenham, the Government have made commitments in the past, as they have also about Gatwick, and Ministers are fully aware of the intense passions that the debate will incite, as was so eloquently noted by my hon. Friend the Member for Richmond Park (Zac Goldsmith). I think that the Government acted with great foresight in setting up an independent commission and giving it the funds, the resources and the time that it needed, as well as access to every conceivable expert, thus enabling it to produce a report that had been fully worked through. The result of that work is a clear, unequivocal and unanimous recommendation in favour of expansion at Heathrow.

The economic case presented by the commission is overwhelming. It estimates that Heathrow expansion would result in a two-thirds better solution than expansion at Gatwick. According to analysis by PricewaterhouseCoopers, there is a £50 billion gap; according to other analyses that have used the best possible results for each expansion, the gap could be as wide as £90 billion. Heathrow expansion would also result in a far superior increase in the number of long-haul routes, with a 20% increase in the number of long-haul destinations.

[Ruth Cadbury]

Is the hon. Gentleman aware that the £147 billion figure that is given in the report has been challenged by the Airports Commission’s own economic advisers? The difference between the benefits of expansion at Heathrow and those of expansion at Gatwick is very small.

[Jeremy Quin]

I have seen letters from the commission, dated 7 September and 28 September, rebutting several points, including that one.

We are talking about a 28% increase in the number of long-haul destinations. Of course it is important that we entertain President Xi and Prime Minister Modi in this place, but if we are to take part in the global international race we hear about so much, we need UK CEOs boarding planes daily and weekly to the cities and areas those leaders represent. We will know we are winning that global race when we have Chinese, Brazilian and Indian CEOs gracing the streets of Liverpool, Leeds, Glasgow, Belfast, Newcastle and, indeed, Newquay.

Domestic flights into Heathrow have been crowded out in the last 25 years, as Davies sets out, but his report also states:

“Our discussions with stakeholders in the nations and regions revealed very clearly the importance that they attach to direct links to Heathrow because of the access provided to its substantial long-haul route network.”

Transport for London Bill [Lords]: Revival

Ruth Cadbury Excerpts

Monday 16th November 2015 Commons Chamber

[Bob Blackman]

If the hon. Lady permits me to advance further in my speech, I will refer to that issue in a few moments.

TfL is responsible for one of the world’s biggest transport networks. On the tube alone there have been 1.3 billion passenger journeys over the past year. TfL is also responsible for a multi-billion pound investment programme to improve capacity and the connectivity of the transport network. London Underground, the subsidiary responsible for providing the tube service, has achieved improved reliability, with a 40% improvement in recent times. Since TfL took over the Overground network in November 2007, demand for its services has quadrupled, delays have been cut by two thirds and customer satisfaction has risen from 70% to 82%.

TfL is providing 25% more capacity to Overground services to help meet growing demand. The network was expanded in May to include the West Anglia inner suburban routes. TfL is the joint sponsor with the Department for Transport of Crossrail, the largest transport project undertaken in the capital for many years. The delivery company is a wholly owned TfL subsidiary and the project is on time and within budget.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

I note that the hon. Gentleman has prioritised Harrow-on-the-Hill station when it comes to improvements, but a whole swathe of Londoners had hoped to be able to get on the tube network but now cannot: people with disabilities who need level access. Osterley station and Turnham Green station in my constituency were promised level access but now the projects have stopped. Is that because of the delay in the Bill or some other problem that TfL has?

[Bob Blackman]

TfL has clearly been investing quite dramatically in access for disabled people on the network over the past 10 years. I remember that the points she has made were made under the previous Mayor of London and not delivered, so I think that there is a quid pro quo on that subject.

--- Later in debate ---

[Claire Perry]

Like many Labour Members, the hon. Gentleman is displaying a complete disregard for the scrutiny role of London Assembly members, and, indeed, for the Independent Investment Programme Advisory Group, which provides the Mayor with independent insurance and expert advice in relation to TfL’s investment programme. Labour Members are displaying a blatant disregard for the devolved authority that we have given to the Mayor.

[Ruth Cadbury]

Will the Minister give way?

[Claire Perry]

I want to make some progress.

That disregard does not sound a very strong note of confidence in Labour’s candidate for next year’s mayoral elections.

I welcome the principle of introducing flexibility to the public finances at a time when the Government are seeking new mechanisms to unlock maximum value from public assets. That flexibility enabled us to build systems that we all celebrate, including many of the railways throughout the country that we all know and love, and it has been used to great effect by many other Departments.

It is no secret that the outcome of the 2015 spending review will be challenging, and it is right that we are looking for ways in which to unlock value in the public assets out there while we deliver on our stated intention to reduce TfL’s operational funding over time. To hear Labour Members, one would think that this was an organisation on its knees, but TfL is a world leader in providing public transport systems in one of the most congested cities.

Aviation Security

Ruth Cadbury Excerpts

Thursday 5th November 2015 Commons Chamber

[Mr McLoughlin]

The resort remains open, and we are working as quickly as possible to reassure ourselves about the security at the airport there. When that is done, we will be able to say more.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

I thank the Secretary of State for his statement and I, too, offer my condolences to the families of those who have been killed in this tragedy. I share the concerns of the holidaymakers whose holidays have been ruined by what has happened, and I also share the concerns expressed by hon. Members about the wider implications of this and other aviation incidents. What assessment are the Government making of the risk to flights over the UK, particularly those flying over built-up areas?

[Mr McLoughlin]

Of course we take any threats very seriously indeed, but one of the reasons that we have such high levels of security at British airports is that we know from experience that people have tried to smuggle bombs on to planes.

Heathrow: Noise Mitigation

Ruth Cadbury Excerpts

Monday 19th October 2015 Commons Chamber

[Dr Lee]

I would argue that it can be mitigated—there are different things that I will come to—but I recognise that the frequency of flights has increased. The types of aircraft are important in terms of where they fly and how high they are in the sky.

Dealing with arrivals will require more action. I was surprised to learn through correspondence with the Minister that NATS prioritises noise mitigation only for flight path designs up to 4,000 feet. The Minister goes on to say in the next sentence of his letter that flight path designs up to 7,000 feet are being considered too. Which measure does he favour? Seven thousand feet would be better for my constituents.

To further deal with noise from arrivals, I would like to see a clear definition of the continuous descent approach that would require a greater adherence to the 3° path from 8,000 feet down and not just at 4,000 feet, when NATS at Heathrow takes over. This would raise the height of planes above my constituency.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

I very much appreciate the hon. Gentleman’s introducing this debate. My constituency is also significantly affected by noise from Heathrow. I welcome the opportunity to hear what happens in his constituency when flight paths are changed. Is he aware that in my constituency there can be no variation of landing paths because all planes are locked into the landing arrangements at Heathrow and for 70% of the time planes are flying over a built-up area all the way from Kew to the runway?

[Dr Lee]

Clearly, for the constituencies close to the airport, mitigating noise becomes difficult. The glide approach, with an aircraft using engines less, would be quieter, even in the hon. Lady’s constituency. Some changes can be made. I am realistic enough to know that the constituencies in close proximity to Heathrow will be impacted to some degree, but the impact could be less if we gave some consideration to these suggestions.

[Dr Lee]

As the hon. Gentleman knows, I will be passing through Belfast airport soon, and I shall be able to admire the country that he has the privilege to represent a part of.

As I said, I would like to see a clear definition of the continuous descent approach that would require a greater adherence to the 3° path from 8,000 feet down and not just at 4,000 feet, when NATS at Heathrow takes over. This would raise the height of planes above the constituency. Planes are noisiest when there is a faster level of negative vertical speed. Furthermore, I have concerns about arrivals that have not been stacked or that come out of the Ockham or Biggin stack at 8,000 feet and have to descend to about 4,000 feet for their final approach. If NATS were mandated to take noise mitigation seriously, that would become much less of an issue for residents on the ground.

Another area with scope for improvement is the way in which certain noisy aircraft are dealt with. Has the Department for Transport considered banning such aircraft from taking off and landing between 9.30 pm and 7.30 am? The retrofitting of noise-reducing devices to Airbus A320s is being actively encouraged by Heathrow, but about 20% of A320s operating at Heathrow have yet to have them installed. Will the Department issue guidance on this? One airline operating a few A320s without the retrofit can have a huge noise impact.

With old planes, as they get sold on and have a life of 30 years or more, a ban might be the only way to actually get them retired from service. That is particularly applicable to new, low-cost, long-haul carriers. In addition, aircraft manufacturers could do a great deal more: no manufacturer offers streamlining for its landing gears, for example. Manufacturers could also modify their advice for airlines on operating techniques to reduce noise, including additional use of speed brakes located on the upper side of aircraft, which, if used instead of flaps, would further reduce noise.

I very much hope that the Minister will be able to bring about a resolution to at least some of the problems I have outlined. It is quite easy, as Members can tell, to get bogged down in the detail of the issue, but the best solution most certainly involves a far more robust mandate for NATS or, perhaps, the Civil Aviation Authority.

I have long been a proponent of Heathrow expansion, primarily based on the economic benefits it would bring for my constituency of Bracknell and the Thames valley region, and on its wider implications for the UK’s long-term prosperity. Heathrow expansion offers the best prospects for stimulating the local economy by supporting and creating jobs. An expanded Heathrow would also play an important role in the continued economic success of the Thames valley, ensuring that it retained its position as a hub of innovation, productivity and prosperity.

I am determined, however, that current usage of Heathrow airport, and any future expansion, should not come at the expense of the health and wellbeing of local communities. In particular, when Heathrow is on easterly operations, some residents in the Thames valley can be blighted by aircraft noise for up to 19 hours a day. That has happened a lot recently.

[Ruth Cadbury]

rose—

[Dr Lee]

If the hon. Lady will forgive me, I will make progress.

As outlined earlier, the situation has been further exacerbated by the changes implemented by NATS, which narrowed the Compton departure route corridor, resulting in greater concentration of aircraft activity over densely populated areas in my constituency.

Over the past year, I have held regular meetings with Heathrow executives, held a public constituency meeting following NATS flight trials, and made representations to Heathrow Airport Ltd, NATS and the CAA. During this time, it has become clear to me that much more attention needs to be paid to the mitigation of noise and that a relevant body should be made statutorily responsible for its reduction. NATS, which controls the airspace around Heathrow, currently has no responsibility for mitigating aircraft noise that could affect hundreds of thousands of people.

As I have said, there are many issues at play, including old aircraft and poor piloting, but in the short term NATS could do the most to alleviate the issue, particularly around Heathrow, where it vectors the aircraft much too far from the airport, which subjects many more communities than necessary to excessive noise.

As I have outlined, there are solutions to mitigating noise around Heathrow. The Government should seriously consider them, as I believe that the UK’s future as a trading nation and tourist destination depends on our ability to meet the increasing demand for airport capacity. For the good of the country, we have to move forward and build the airport capacity that Britain needs. Over the coming years, I will continue to campaign on behalf of my constituency to ensure that Heathrow can increase its capacity. But rest assured that I will also campaign vigorously to mitigate the impact of excessive noise on my constituents’ lives.

--- Later in debate ---

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

I congratulate my hon. Friend the Member for Bracknell (Dr Lee) on securing this debate on the mitigation of noise around Heathrow airport. I thank other colleagues for their contributions and for the way in which they have described the problems that aircraft in the air cause for people on the ground.

I assure the House that the Government are acutely aware that noise is a major environmental concern around airports, and especially for the communities surrounding Heathrow. I remind the House that, as is set out in the aviation policy framework that was published in 2013, our overall policy is to limit and, when possible, reduce the number of people in the UK who are significantly affected by aircraft noise. That remains our overarching policy, and the aviation industry is fully aware of it.

[Ruth Cadbury]

Is the Minister aware that 300,000 people who are not currently overflown by flights into Heathrow will be affected severely if runway three goes ahead? The third of my constituency that is not currently overflown by landing paths into Heathrow will be directly underneath the new flightpaths. Those people did not know that they would be living in such a noisy environment when they bought their homes. Does the Minister agree that that is not fair and that runway three should not be imposed on those 300,000 people in London and beyond?

[Mr Goodwill]

May I reassure the hon. Lady that although the Airports Commission has made its report, the Government are yet to make a decision on it? We hope to do so by the end of the year.

--- Later in debate ---

[Mr Goodwill]

I ought to make some progress as time is fairly limited and I want to answer some of the points that have been made in the debate.

In the case of Heathrow, the airport, the CAA, the airlines and NATS are aware that noise is a significant concern for the communities around the airport that needs to be acted on. Heathrow is taking steps to cut back and mitigate its noise impact. Under the European Union’s environmental noise directive, it is required to produce a noise action plan that sets out its intentions to mitigate noise.

The House will be interested to know that last year the airport published its “Blueprint for noise reduction”, setting out 10 practical steps that it is taking to mitigate noise in 2015. Earlier this year the airport also established the Heathrow community noise forum, which is made up of representatives from local authorities around Heathrow—including that in the constituency of my hon. Friend the Member for Bracknell—as well as representatives from NATS, British Airways, the Department for Transport and the CAA. One of its principal aims is to help to build trust with local communities—I know that that trust has been tested—by keeping them informed of developments, and seeking to improve the overall level of understanding about Heathrow’s operations and airspace. That good initiative by the airport will bring about real benefits.

Under powers set out in the Civil Aviation Act 1982, the Government set noise controls at Heathrow, including restrictions on the number of flights allowed during the night, and specified the routes that departing aircraft need to follow. The controls also cover minimum height levels and maximum noise limits that departing aircraft must adhere to at certain points near the airport. Communities can be affected by noise disturbance from either arriving or departing aircraft—or indeed both—but, as I will set out, it is more difficult to lay down limits for arrival aircraft.

The routes used by aircraft and the height at which they fly are significant factors that affect the noise experienced by people on the ground. The departure trials last year at Heathrow and Gatwick, and the public response to them, as indicated by the number of complaints received, clearly show that people notice changes in airspace use and—as my inbox would attest—are quick to make their feelings known.

The Government understand communities’ concerns and are considering how the airspace change process can be improved. The CAA is also aware of concerns about the airspace change process and is carrying out an independent review into whether that can be improved. I assure the House that those trials ended last year, and the information gained is vital to increase our knowledge for future airspace change driven by the CAA’s future airspace strategy.

Changes to the UK’s airspace structure are required, which we must accept while we are seeking to address the impact of such changes as much as practicable. Aviation is a success story, and the public like the opportunity that it affords for holidays or to meet family and friends living far away, as well as for business travel, which is vital for our economy. However, the basic structure of UK airspace was developed more than 40 years ago, since when there has been a dramatic increase in demand for flights. The future airspace strategy is critical to ensuring that the industry is efficient and able to minimise its overall environmental impact.

[Ruth Cadbury]

When considering the implications and impact of aviation on communities affected by noisy environments, will the Minister also consider the impact of sleep deprivation and that on children’s learning in schools when their classrooms are overflown every 60 to 90 seconds?

Davies Commission Report

Ruth Cadbury Excerpts

Wednesday 1st July 2015 Commons Chamber

[Mr McLoughlin]

Well, that is another way in which my hon. Friend might be trying to get me to prejudge our conclusions. I have made the point that we are the third largest aviation economy; aviation’s contribution to our economy follows that made to the economies of the US and China. I am very aware of how important the industry is to the UK.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

My constituents, a third of whom are not under the current two flight paths, will be under the flight path towards a third runway at Heathrow, so as you can imagine, Mr Speaker, I am not exactly enthusiastic about the recommendations of the Davies commission, but I agree with the Secretary of State and my hon. Friend the Member for Barnsley East (Michael Dugher), the shadow Secretary of State, on the need for a speedy decision for the good of our economy, our communities in west London and the aviation industry.

In the light of the need for a speedy decision, will the Secretary of State start his analysis by looking at the risk factors in respect of further growth at Heathrow and a third runway being deliverable—the potential further breach of EU air quality legislation and the ability to deliver the carbon offsetting that other parts of the economy must address? I ask that that be done as a matter of urgency.

[Mr McLoughlin]

The hon. Lady points out a number of issues that we have to consider and take on board. Those will have to be addressed, and satisfactorily addressed as well.