Automated and Electric Vehicles Bill (Second sitting)

Scott Mann Excerpts

Committee Debate: 2nd sitting: House of Commons
Tuesday 31st October 2017 Public Bill Committees

[Stephen Kerr]

Q You do not see legislation playing a part in this?

Robert Evans: At this stage I would say that was not necessary.

[Scott Mann (North Cornwall) (Con)]

Q A couple of my questions have already been answered. One was on the car-to-grid technology and the other one was on peak capacity. I want to ask the National Grid this: does your grid mirror some of the main arterial roads that run through the country? How effectively could you put your grid capacity into locations? I am firmly of the view that we should not necessarily assume that we want all the charging points to be in current service stations—there might be opportunities outside the existing ones—so how easy will it be for you to deliver that with your current grid locations?

Marcus Stewart: The high voltage network does mirror parts of the motorway network, but not all of it. There will be locations where there is a clear opportunity to build a connection for high voltage to supply charging, and there will be other locations where it is just not that simple. It has to be looked at on a case-by-case basis. Some of the options around that are maybe connecting at a lower voltage tier but using onsite storage, so you are not taking too much stress from the grid in one go. You are managing exactly the same as a petrol station does today, where it fills up a tank of petrol under the ground and feeds it to the cars as they need it.

We have talked to different developers and people who are looking at those kinds of options, and we describe it as a sort of mosaic of different charging routes out there. One of them could be high voltage input, with 350 kV of charging, backed up with a megawatt-scale battery to minimise the connection to the grid and that impact.

[Scott Mann]

Q I have one small supplementary question, if I may. Do you see yourselves as being an end-to-end provider or do you see other companies coming in to fill that middle gap?

Marcus Stewart: From a national grid point of view, my role is to balance the network and ensure that the energy is balanced. We have a transmission owner part that would own the high voltage network, and certainly the element up to a connection. Anything beyond the connection is available for third party competition. Any service provider could put that in. A deregulated version of the National Grid or another third party could put that in. Our primary role is the reinforcement element upstream to support that.

[Mr Hayes]

Q On the back of that, between you there is immense expertise in managing complex systems—I have read your CVs. On the issue of grid management, earlier today we heard a call for some kind of co-ordinated approach on where charge points were located to ensure their spread, and to ensure that there were no areas that would become black holes where there were not enough charging points. Presumably, any such co-ordinated plan would need to be married to the supply of electricity via the grid. The Bill does not yet do this. It is a first step down this road, and it simply increases the number of charging points. Do you see the sense of putting together a co-ordinated national strategy that ties together the provision of the charging points with the provision of the power?

Marcus Stewart: I think it would have some merits. I am not sure whether it needs to be mandated or not.

Regional Flags: Driving Licences and Number Plates

Scott Mann Excerpts

Wednesday 19th April 2017 Westminster Hall

[Scott Mann (North Cornwall) (Con)]

I beg to move,

That this House has considered the use of regional flags on driving licences and number plates.

It is a pleasure to serve under your chairmanship, Mr Nuttall, and to have secured this debate. It is worth while bringing this debate before the House as we begin the process of withdrawing from the European Union. As Members will be aware, we see the EU flag on driving licences and number plates throughout our daily lives. All licences have the EU flag as well as the flag of the United Kingdom. While we can display the EU flag on number plates, at the moment it is optional.

In around two years’ time, the UK will be leaving the European Union. That means that our laws will no longer be influenced by European bureaucrats or politicians and the UK will be an independent sovereign state once again, where motor vehicles will no longer be under EU jurisdiction. The EU flag will disappear from UK licences and number plates. That not only symbolises Brexit, but provides us with a great opportunity to be much more inclusive when it comes to the flags representing different parts of our great United Kingdom. Post-Brexit, a standard UK driving licence will just have the UK flag on it. We will also have number plates that will just display registration numbers and letters. That said, it is worth pointing out that motorists have the option of displaying the Union flag, the cross of St George, the Scottish saltire or the red dragon of Wales, along with the other accompanying identifiers, on their current vehicle number plates. That was legislated for in 2009, and the addition of the Union Jack to driving licences was announced in 2012.

With the EU flag disappearing from both, there is a real opportunity for us to consider displaying flags that represent different parts of Britain. First, I would at least like to see the current rules on number plates extended to driving licences. If motorists are allowed to have the flags of England, Scotland or Wales on their number plates, that should be extended to driving licences too. Where the flag would go on the licence is a minor detail, but considering that the Driver and Vehicle Licensing Agency produces tens of thousands of individual licences every year with individuals’ names, addresses, IDs and other details, I cannot see why it would be any more difficult to include a second flag, which could be chosen by the licence holder.

Alongside the flags of England, Scotland and Wales, I urge the Minister to consider flags from other parts of the United Kingdom. I am a very patriotic Cornishman, and it would give me great delight to see the St Piran’s cross on my driving licence. The flags could go on licences and number plates, but if the Minister is in favour of a slower approach, groups of flags could be extended to number plates first and then to licences, if consultation proved to be positive.

[Sir Greg Knight (East Yorkshire) (Con)]

My hon. Friend is making a very strong case. Does he agree that it is not just the people of Cornwall and Devon who would like to have something different on their number plates? I am sure that many people based in Yorkshire would like to have the Yorkshire rose on their number plate, rather than the pretentious and increasingly irrelevant EU flag.

--- Later in debate ---

[Scott Mann]

It is almost as if my right hon. Friend has read my mind. Later in my speech I will go on to talk a little about Yorkshire, and he has made a passionate case for his area. The Minister may have concerns about the financial and administrative burden for the DVLA from licences, but when it comes to number plates, many motorists will be willing to pay for new plates displaying the flag of their region or of their choice. That could be a way forward, where motorists are allowed to display a greater variety of flags on number plates at their own cost. That could then be extended to licences at a later date, if that was deemed suitable.

The Minister may be concerned that the proposal may create confusion for authorities overseas when vehicles are taken abroad. To address that, I propose that, should a motorist want to have a flag for their country or county—or, in Cornwall’s case, duchy—the flag could be accompanied by a Union Jack to make it clear that the vehicle was from the United Kingdom.

There are many fascinating flags in this great country of ours that represent the whole of the UK. Ultimately, I think our Union Jack is the best. It represents the union of our four great nations and is looked upon by millions of people around the world as a flag of democracy, the rule of law and freedom of speech. Thankfully, the Union Jack has been reinstated on UK driving licences and is permitted on number plates. People are proud of where they come from, and that should be allowed to be expressed in the form of licences and number plates.

As the former Secretary of State for Local Government, my right hon. Friend the Member for Brentwood and Ongar (Sir Eric Pickles), said on St George’s day in 2013:

“The tapestry of the United Kingdom’s regions and counties binds our nation together...we are championing traditional local identities which continue to run deep...by considering the use of regional or county flags, we formally acknowledge the continuing role of our traditional counties in our united country’s public and cultural life. This government is championing local communities, continuing to cherish and celebrate traditional ties and community spirit.”

That brings me on to my favourite flag, the black and white flag of St Piran, which represents a symbol of many people’s Cornish identity.

Although not a country, Cornwall is the duchy. Its Cornish population has been granted national minority status under the European Council’s framework. I have been conducting constituency surveys through communities in North Cornwall. When asked about having the option of the St Piran’s flag on their driving licence or number plate, a big majority say that they would like that to be considered. This debate goes far beyond the St Piran’s flag. The point of having the debate today is to give Members the opportunity to voice any support they have for flags within their areas of the UK. In England, for example, that could include the flag of Yorkshire, with its white rose, the flag of the Isle of Wight, with its diamond shape hovering above the ocean waves, or the Invicta flag of Kent, with its white horse against a red background. In Scotland, it could include the flag of Caithness, with its blue and gold cross representing its beaches and seas. In Wales, it could include the flag of Anglesey, with its three yellow dragons. At this point, this is purely a debate. The Minister cannot go into too much detail on the prospect or any ideas that he has, because of the Brexit process, but I would welcome his thoughts and those of fellow Members.

In conclusion, the United Kingdom is a collection of many different areas that have proud histories, identities and cultures. As we extricate ourselves from the European Union and embrace the brighter future of our sovereignty, it is worth having a debate about the idea of flags on driving licences and number plates. I will now be glad to sit and listen to what other MPs and the Government have to say on the record. [Interruption.]

[Mr David Nuttall (in the Chair)]

Order. I would ask any Member wishing to speak to stand up.

--- Later in debate ---

[Scott Mann]

We have had an excellent discussion and this has been a very worthwhile debate. My right hon. Friend the Member for East Yorkshire (Sir Greg Knight) made some great interventions; my hon. Friend the Member for St Ives (Derek Thomas) made a very passionate case for his part of Cornwall; the hon. Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry) made some interesting and valid points, although I do not agree completely with some of the things he said; and the hon. Member for Cambridge (Daniel Zeichner) also made some very valid and interesting points.

I thank the Minister for listening. Obviously, we will not be here in Parliament for much longer, but it would be nice to come back and re-engage in this debate in a few weeks or months. I thank him for listening to the debate and I hope that he will consider this matter in the future if he is back in his position and I am back in mine.

Question put and agreed to.

Resolved,

That this House has considered the use of regional flags on driving licences and number plates.

Bus Services Bill [ Lords ] (First sitting)

Scott Mann Excerpts

Committee Debate: 1st sitting : House of Commons
Tuesday 14th March 2017 Public Bill Committees

[Daniel Zeichner]

Surely that is the case in other places as well. In my area the leader of the county council, who is a Conservative, has been elected and the choice will be made again in a few weeks’ time—however, we shall see what happens in the local elections. I think the local electorate are confused about the situation, based on my experience of what we are seeing on the doorstep, but I think the Minister can see the point. For many people it seems irrational to have so much invested in the mayoral issue.

In reality, we all know what is going on: franchising is being used as a bargaining chip to convince some combined authorities to accept a Mayor that they do not necessarily want as part of their devolution deal. Without going into the chequered history of those negotiations over the past year or two, one could say that they have not always been easy or straightforward. We think that the approach being taken is wrong, which is why we oppose it. Beyond that—this goes back to the points being made by my hon. Friends—the trouble is that what is happening denies bus passengers in many areas the prospect of better services.

[Scott Mann (North Cornwall) (Con)]

In Cornwall, the proposals are seen as very positive. Our local authority have made positive noises about the opportunities that they could present. The hon. Gentleman talked about some of the mayoral authorities in Manchester but in areas such as Cornwall, the bus network has degraded over a number of years, and this presents us with a real opportunity to provide a proper rural service.

[Daniel Zeichner]

We do not disagree, but we do wonder. The hon. Gentleman will say that Cornwall is very special, and clearly something very special has happened. Some authorities seem to get different treatment from others. Our point is that everyone should be able to take advantage of the possibilities that such a system brings.

We have seen that it can work in different circumstances. The experience in Jersey, for instance, has shown that franchising can be successful if, to use the terminology, it is applied to a relatively wide local geography. Jersey has seen impressive results from franchising, including a 32% increase in ridership since 2013. Customer satisfaction has also increased, and a partnership has developed between estates and the operator.

I know that some say that franchising destroys competition, but we say no. Far from it: it moves competition from on the road to off the road. As we all know, in too many areas of the country, competition has ceased to be meaningful. Over many years, powerful operators have driven others out. We understand why they do not want that situation to be challenged—it is perfectly rational from their perspective—but on behalf of passengers, we know that it must and should be challenged. This is a key way to make it happen.

Small operators have made strong representations to many of us. They are clearly concerned about the possibility of being squeezed out. I am not sure that there is any reason why a franchise system would not benefit from a range of operators, including small operators. If it is to work over time, it absolutely needs a range of operators, or we are back to where we started.

I understand why smaller operators feel alarmed, but they are vulnerable the whole time to much more powerful bigger operators—I think we know who I am talking about—that could move in on them at any point. We do not want to return to a system in which we have an ossified estate across the country with very little competition or choice, and where the poor person stuck at the bus stop in Nottinghamshire feels not only that there is nothing they can do but that there is nothing anyone else can do on their behalf to change the situation.

--- Later in debate ---

[Scott Mann]

In terms of Cornwall and what is being raised at the moment, I want to be clear. Do you have a devolution deal for your area?

[The Chair]

Order. We cannot have that conversation.

[Scott Mann]

I just think it might be relevant to know whether you have one. Cornwall does already; that might be the reason for the position that we are in.

[Bridget Phillipson]

Yes, the north-east has a combined authority. It has gone through the process of further devolution. The sticking point was the Mayor. As I understand it from the Government’s guidance, the difference with Cornwall is that bus franchising was agreed to as part of that devolution deal. Unfortunately, that was not on the table for the north-east. I wish Cornwall well and am glad that it will have those powers. I ask only for a bit of parity, so that we in the north-east get the powers that Cornwall will enjoy. That is symptomatic of the Government’s patchwork approach to devolution, which is borne out not by different local circumstances, but often simply by reaching convenient deals depending on the politics of the situation, rather than ensuring that the best service is delivered for all people.

I ask the Minister to talk a bit more about the difference in approach, because I do not fully grasp why the north-east should not have those powers. Though I take on board his point that unnecessary hurdles should not be put in the way, I am concerned that, to start the process, we will require that approach from the authority. If that case is put forward, I hope that it will not be something that the Department and Ministers seek to frustrate, because the issue is important for the people I represent.

This is a welcome step. Bus services are incredibly important for our country. We mention them too little, although I have tried to play my part in the past few years in talking about them at every given opportunity. The people I represent have only buses to rely upon; they have no access to rail or light rail. Getting this right, and having a system that is fair and works for everybody, is absolutely vital. I hope that Ministers are sincere in their commitment to ensure that areas that seek out these franchising powers will be able to do so, that their case is considered carefully and seriously and that we do not seek to frustrate a process that would lead to real benefits for areas such as the north-east—and not simply in terms of individual routes or services. If the Government are genuine in their commitment to create the so-called northern powerhouse and to see areas such as the north-east thrive and reach our economic potential, we need these powers to deliver real change. We need to link buses to other forms of transport so that we can have tickets and fares that work across all operators, which we do not have at the moment. We need routes where local people can have a say.

The Minister talked about investment in lower-emissions vehicles and has talked previously about investing in smart ticketing. Again, I welcome those steps; but were it not for significant taxpayer investment, that would not have happened in areas such as the north-east. Some of the smart-ticketing schemes that he has come to see in Tyne and Wear came about through taxpayer investment. I welcome that, but bus operators will rarely do these things out of the goodness of their hearts. Where we have significant investment from the taxpayer, it is right that we ensure there is value for money and accountability. I hope that I can work with the Minister and others in the region to get the best possible deal for the north-east, that he looks carefully at what the transport authority may wish to put forward in the months ahead and that we can reach a solution where local people get the service they need and our economy is supported to grow.

Emily’s Code: Pleasure Vessel Safety

Scott Mann Excerpts

Wednesday 1st March 2017 Westminster Hall

[Richard Graham]

My right hon. Friend is absolutely right. In fact, he brilliantly anticipates exactly what I will say about Emily’s code, and I am grateful to him.

Emily never regained consciousness, and it was determined that she died from drowning. I should mention one other point. The report pointed out that the speedboat was older than the recreational craft directive of 1996, which set out new guidelines for boats that could have helped the boat to float and not to sink by the stern, which was where Emily was trapped. The report concluded:

“Buyers should be cautious and aware of the potential shortcomings of leisure craft constructed before…1996, or those that might have been substantially modified.”

I cannot help wondering how many of us who have been on the sea in a recreational vessel are aware of that small but important difference in boat design, and whether all boat owners know how their boat will float in an extraordinary accident such as this.

Let me come on to the second part of this debate. When Emily’s family had absorbed the accident report, they led a call for something to be done. They started fundraising; they ran a relay from Brixham to Gloucester for Winston’s Wish and the Royal National Lifeboat Institution; and they organised Emily’s diamond charity ball in October last year. They have raised an amazing £21,000—it may be more than that now, but that is the latest figure that I have—and they wanted to use those funds in the best possible way.

I met Clive and Debbie in Gloucester and heard their urge to do something to honour their daughter Emily. I then talked to the Royal Yachting Association and the chief executive of Her Majesty’s Coastguard, Sir Alan Massey, who was extremely helpful and sympathetic. After a subsequent meeting between the Gardners and the RYA, Emily’s code began to take shape and will now be launched in two days’ time, on Saturday, with the full support of the RYA at its Suzuki dinghy show. I have copies here of what Emily’s code will look like; they are available for any colleagues who would like them.

The RYA is recognised as the national body for all forms of recreational and competitive boating. It represents all the different elements involved, and it sets and maintains an international standard for recreational and small commercial boat training. Its ethos is one of proficiency and self-sufficiency, learned through its world-class training, and its purpose is to promote and protect safe, successful and rewarding British boating. It issues an annual advisory notice and safety notices throughout the year through the boating press, members’ newsletters and social media, yet inevitably there are some people it has not reached whose safety awareness could be stronger. I hope that the very human appeal behind Emily Gardner and the code named in her honour will help the messages of the code to reach more widely.

[Scott Mann (North Cornwall) (Con)]

My hon. Friend is making an impassioned speech. I hope that there will be something in Emily’s code about kill cords. He might be aware that in the Camel estuary a couple of years ago, there was a tragic incident when a kill cord was not used. I wonder whether there is any mention of kill cords in the code—for example, the mandatory use of them by people on the water.

[Richard Graham]

My hon. Friend is absolutely right; I know that he has experience in his constituency of a death that received a lot of publicity at the time. It was a sad incident indeed, which I know he cared very much about. He is right, and I will come on to kill cords.

I hope that the very human appeal of Emily’s code will help its message to reach a wider audience. In this House, as hon. Members know, publicity can be a double-edged sword, but in this case I would be grateful if every newspaper, online forum and TV and radio station gave Emily’s code maximum coverage. I say to all members of the media that they, too, can help to make a difference.

The key, so far and in the future, is a spirit of partnership, bringing together designers, experts and parents, who know the real impact that safety notices have when they are put into practice well. The code has the support of all the major players—the coastguard, British Water Ski and Wakeboard, and the Royal National Lifeboat Institution.

What is the code? Let me go through it in some detail. Each element of it contains a letter that spells “Emily’s code”. The first is:

“Wear a suitable lifejacket or buoyancy aid”.

The lifejacket should be a comfortably snug fit and should be fastened fully—are the straps tightened up, or is there too much room underneath? The second is “Service equipment”—is there fuel, and is the engine working? The third is “Get trained”—have I had any training courses? The RYA offers courses that can save lives. The fourth is “Make a plan”—where do I plan to go? Will I be inland, onshore or offshore? What will I do if the worst happens? Have I planned my passage? The fifth is “Know your limits”—have I ever been out on the sea before? What is a safe speed?

The sixth element is “Carry distress signals”—it is fine not to have those until suddenly it is not, and no one knows when that will be. Understanding the benefits of marine VHF—very high frequency—radios, and how to use them, is critical. The seventh is “Use the kill cord”—as my hon. Friend the Member for North Cornwall (Scott Mann) mentioned, it should always, without fail, be attached both to the ignition and to the person’s body before they operate the engine. The eighth is “Know your boat”—there may have been upgrades to it recently. Do I know what they are and what the impact of them could be? Do I know whether it was made before ’96 and is therefore not built to the standard of the recreational craft directive? The ninth is “Have a radio”, which is so simple to do.

Last, but by no means least, is “Check the weather”, which is a point that my right hon. Friend the Member for East Yorkshire (Sir Greg Knight) made. People should check it the day before, again in the morning and again when they go out. We know how changeable weather can be. Most of us now have weather apps on our phones, and a simple tap can tell us what to expect. Thinking about the weather is crucial to the safety of a boating expedition.

The purpose of this debate is to highlight what happened to my constituents and what they have done to try to prevent it from happening again, but it also shows how Government agencies, the voluntary sector, a family and their MP can work together to try to make something good out of something ghastly. I am very grateful to all involved.

I know that my right hon. Friend the Minister cares deeply about young people and their opportunities; all the work he did on apprenticeships shows that clearly. I hope that he agrees that the cause of preventing fun days on the sea from turning into nightmares is a very good one, and that he will agree to support Emily’s code and the message that it sends about boating safety. We have to recognise that a voluntary code like this is only as good as its take-up, its publicity and its ability to make us all think more carefully.

Will the Minister also agree to look at the recreational craft directive, which is an EU directive? Will he see whether we can ensure that it is carried over into UK law and that if it is ever abolished, it is replaced by an equivalent UK minimum technical and safety standard for boats sold here, including requirements for stability, freeboard, buoyancy and flotation? In this case, the boat sunk by the stern, but the RCD harmonised standards for speedboats like this one made after 1996 direct that they should float horizontally when swamped—that sounds technical, but it is crucial. The directive has clearly improved boat user safety; we do not want to move backwards when EU laws are converted into British law.

Finally, let me address what Emily’s code is about and what it is not about. The code may have lessons for different activities that are equally fun, but that need careful supervision—not in order to stop, prevent or restrict them, but to make sure that risk management is a natural part of having fun. People setting off up mountains on beautiful days need a map, a compass, a mobile with battery, emergency rations, water and a waterproof, just as much as if they were going out on the sea.

Bus Services Bill [Lords]

Scott Mann Excerpts

2nd reading: House of Commons
Wednesday 1st March 2017 Commons Chamber

[Chris Grayling]

I absolutely agree with my right hon. Friend. I make it clear again that, while we are extending the kind of franchising powers we see in London to other big cities and mayoral areas, it is not the Government’s intention to offer automatic franchising powers to other areas. Other areas that want to make franchising proposals will have to demonstrate clearly that they can provide an improved service for passengers. When making those decisions, we should bear in mind the flexibility and rapid innovation he describes.

[Scott Mann (North Cornwall) (Con)]

As my right hon. Friend will be aware, the Government signed a devolution deal with Cornwall in 2015 to give Cornwall Council bus franchising powers. Does he agree that, in a county that has historically suffered from poor public transport, that will enable more buses to be on the road and more routes, and make Cornish communities more resilient and connected?

[Chris Grayling]

My hon. Friend is right, but the interesting thing about Cornwall is that it is proceeding without seeking to use those powers, precisely because it has forged a better and stronger partnership with the local bus companies, which are already enhancing those services. That is my point. We are not seeking particular structures in particular places. We are seeking to ensure that we provide the best possible services for passengers around the country. Cornwall is already doing a very good job of that.

Oral Answers to Questions

Scott Mann Excerpts

Thursday 17th November 2016 Commons Chamber

[Paul Maynard]

I am glad that the hon. Gentleman also shares my commitment to the issue. We have made important progress in delivering improved accessibility at many of our busiest stations, but there is still more to do. I will not pre-empt the autumn statement, however much he might like me to do so, but I will seek more money for Access for All in control period 6 of our rail investment. That will deliver far more accessibility at far more stations.

[Scott Mann (North Cornwall) (Con)]

4. What steps his Department is taking to invest in the railways in the south- west.

[The Secretary of State for Transport (Chris Grayling)]

We need to continue to improve transport and rail links in the south-west, and my No. 1 priority is to deal with resilience near the Dawlish sea wall and the Dawlish cliffs. The next stage of the project requires a further £10 million to continue to develop the programme and deal with the issue once and for all, and I can announce to the House today that that funding will be granted and the work will go ahead. That is an important part of ensuring that we protect the essential rail links to the south-west, and I hope that people there will see it as a commitment to making sure that they have a proper transport system for the future.

[Scott Mann (North Cornwall) (Con)]

That is fantastic news and it shows that this Government really are investing in the south-west. Given that resilience work, will they consider a potential branch line to Okehampton as part of the wider south-west rail package?

[Chris Grayling]

I pay tribute to my hon. Friend and, indeed, to all my south-west colleagues, who are vociferous champions of the need to make sure that we have the best possible transport links to the constituencies that they represent. I will be very happy to discuss with him the needs of his constituents in Cornwall and, in particular, the potential for improving links to Okehampton.

Oral Answers to Questions

Scott Mann Excerpts

Thursday 30th June 2016 Commons Chamber

[Nigel Huddleston (Mid Worcestershire) (Con)]

14. What steps he has taken to increase the number of tourists travelling by rail.

[Scott Mann (North Cornwall) (Con)]

15. What steps he has taken to increase the number of tourists travelling by rail.

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

Millions of tourists use our railways, and we have products such as the BritRail pass to encourage this, but we want to do more. In March, the Prime Minister launched a £1 million competition to boost tourism specifically in relation to heritage and community railways, and it has been wildly successful. We had a fabulous array of bids, and we have made 17 grants to wonderful projects from Cornwall to Caledonia and from Welshpool to Warwick.

--- Later in debate ---

[Claire Perry]

My hon. Friend knows that the Department is working with Network Rail, Great Western Railway and other stakeholders to look at the whole business case and funding opportunities to really improve the London-Oxford-Worcester train services. The Department will publish its next rail investment strategy in summer 2017, which will set out the investment plans for 2019 to 2024.

[Scott Mann]

It will come as no great surprise to the Minister that I would like to raise the Okehampton link, which is part of the south-west Peninsula Rail Task Force agenda. Does she believe, as I do, that there should be an economic assessment of the tourism benefits that use of that particular route could provide to businesses in north Cornwall?

[Claire Perry]

Before answering my hon. Friend’s question, I will point out to him that two of those wonderful projects I mentioned were in Cornwall, so there was a really good effort by the peninsula. The Peninsula Rail Task Force will be working on a report to look at all sorts of options for enhancing that rail network. I look forward to receiving and studying that report later this year.

Road Routes to the South-West

Scott Mann Excerpts

Tuesday 1st March 2016 Westminster Hall

[Andrew Jones]

Much as I enjoy my hon. Friend’s speeches, I say to him, “Give me a chance here.” I am conscious of the time.

On the scheme for the A303, we expect to get a development consent order in 2018 and to start works in early 2020. The importance of that scheme was mentioned to me by my hon. Friend the Member for Taunton Deane (Rebecca Pow), who highlighted its economic impact on her constituency.

Let us take the A303-A30 section between Southfield and Honiton, in which my hon. Friend the Member for Tiverton and Honiton is particularly interested. I was very grateful for the guided tour he gave me in the summertime. I recognise that large-scale improvements are overdue, but this is a sensitive area. Highways England is working with Devon County Council—they are meeting later this week as part of their regular dialogue. We have not forgotten the route, but the topography and the protected landscape surrounding it in the Blackdown hills is sensitive. I also acknowledge the safety record on that stretch of single carriageway. All the points that my hon. Friend made about it are true and the matter is being considered. It is not part of our first round of schemes, but it is not off the agenda; it is being worked up, with local input, and I hope that he will continue to have an input into that.

I must mention some other schemes that we are undertaking in the area. We are investing in dualling the last single-carriageway gap on the A30 into Cornwall. We will have an expressway-standard road running all the way from Exeter to Camborne. On timing, we will have a public consultation this year. I anticipate that Highways England will make a recommendation to the Government in about a year’s time, and that there will be a development consent order in 2018, with works starting in early 2020.

Those are, however, not the only schemes that we are developing in the area. We have the new junction of the M49, to provide access to the enterprise zone at Avonmouth, and we will start works on that in 2017. There are other enhancements along the M5, particularly with a view to unlocking development sites at Hinckley Point. A significant amount of work is taking place. We are addressing pinch points, such as the Air Balloon roundabout.

It is not as if we are just starting work; work is already under way. It was great to come down to Devon only last Monday to open the south Devon highway, which connects Newton Abbot and Torbay. That marvellous and significant project had a great response from local councils and communities. We are also, of course, working on the A30 Temple to Higher Carblake section. When I visited last summer—my goodness, that was a properly wet day; perhaps Cornwall has more than one of them.

[Scott Mann (North Cornwall) (Con)]

Will my hon. Friend give way?

[Andrew Jones]

I have about 30 seconds left, so perhaps my hon. Friend will forgive me if I do not.

We are working with local partners throughout the schemes. The north Devon link road is an important project. The Government have provided £1.5 million to help develop the business case and we will continue to look at that. Members are right to champion that project. The north-south access from Dorset is clearly overdue. I have met with local enterprise partnerships and councils in the area and we have a further meeting planned to discuss the issue. We are already on the case, and Highways England, the Department for Transport and local authorities are working on it. We are not changing the road investment strategy’s content; our question now is about delivering it.

Road safety was mentioned. Road safety is at the heart of the road investment strategy and we published our road safety statement in December last year.

There might have been other points. I am not sure whether I have addressed all the points; if I have not, I will write to colleagues.

Great Western Railway Routes

Scott Mann Excerpts

Monday 8th February 2016 Commons Chamber

[Kevin Foster]

Absolutely. I do not want to get involved in a cross-Wiltshire debate about tunnel openings and people’s birthdays, but it is important to think about the communities along the route. One reason why the theme of resilience is so important is that having a station is great, but if a train does not run at certain times, people do not have the service they want.

Let us be candid: this is the positive story of a network that stretches from London to Swansea, that runs through Cheltenham and Bristol, and that goes down to Penzance. It revolutionised a whole region that had been fairly isolated until the trains went through.

Over the past few years, we have seen huge growth in rail travel across our region, with many branch lines, particularly in Cornwall, seeing passenger levels that have not been seen for decades. All that is being delivered with the well-known limitations of the network in the area: the relatively old rolling stock, some of which has seen better days, and issues with the network in terms of resilience, signalling and other things that I will come to in a minute.

The point of this debate is not to share jokes or reminisce about poor train journeys, but to say that there could be an even more positive story in the future that would boost productivity and deliver more jobs and investment.

[Scott Mann (North Cornwall) (Con)]

My hon. Friend’s constituency is very similar to mine in that it is very tourism-based. Does he agree that the more trains and branch lines we have in such areas, the better it will be for the tourism economy of the south-west?

--- Later in debate ---

[Scott Mann (North Cornwall) (Con)]

It is a pleasure to follow my hon. and gallant Friend the Member for Plymouth, Moor View (Johnny Mercer). I thank my hon. Friend the Member for Torbay (Kevin Foster) for bringing this debate about.

I would like to talk for a few moments about my experience with the Great Western railway and about how beneficial the railway has been. I was not previously a huge user of the railways, having not travelled from north Cornwall to London that much. However, I use them regularly now, because I have to travel up to London and back twice a week. For me, the best part of the week, as the right hon. Member for Exeter (Mr Bradshaw) mentioned earlier, is getting back on the train at Paddington. I use the sleeper train, and I would urge him to use it as well; there is nothing better than leaving London at midnight and waking up in God’s country, in the south-west, at six o’clock before going back to work on Friday morning. It is an excellent service.

I represent a constituency that is barren in terms of its railways. North Cornwall has no branch railway links. The south-west saw huge reductions under Beeching’s cuts, and North Cornwall lost stations in Bude, Launceston, Padstow and Bodmin, which served the original Great Western railway. I pay tribute to the Peninsula Rail Task Force, which has worked tirelessly in the south-west to attempt to deliver a plan for the south-west. In recent days, we have seen that plan and presented it to the Chancellor and to the Transport Secretary. I hope that later we will hear some positive announcements regarding the funding for that plan.

We have also seen in recent days how groups of MPs can join together and work for a region. Today we had the example of the securing of the local government funding settlement and the increase for rural areas, which has been hugely beneficial to residents in Cornwall, and I am grateful for that. We have a rather seamless tide of blue in the south-west, and it would be beneficial for us all to work together to try to get the best we can for our region. The Great Western Railway franchise, or First Great Western as it used to be called, has had a significant presence in Cornwall. In the past, other operators such as Virgin, CrossCountry and Wessex have come and gone, but trains operated by FirstGroup have served the Cornish people for many years. I thank my hon. Friend the Minister for her continued support for the train network in the south-west and for recently agreeing to meet us.

We noticed how resilient Cornwall and Devon can be when we saw the events in Dawlish in 2014. Those events cannot be ignored. Dawlish is a fantastic place to pass on the train—it is one of the best advertisements for the south-west. For any Members who have not ridden through Dawlish on the train, if you look over to the left-hand side, you can see a huge amount of sea and swell. That is exactly what the south-west is about—it is coastal, it is rugged—

[Johnny Mercer]

Like you.

[Scott Mann]

Thank you—likewise!

Millions of people from across the world saw the scenes of the railway hanging into the sea at Dawlish. At that time, we were reliant on the one arterial road that comes into Devon and Cornwall, and that was difficult. We saw the orange army out working—they did a huge job for us, and I am very grateful—but I feel that we should explore other opportunities and other branch lines that might well help us out. An Okehampton link on the line from Exeter to Plymouth would be viable, and it would bring benefits to tourism not just in North Cornwall but in the area represented by my hon. Friend the Member for North Devon (Peter Heaton-Jones) and in other parts of the region. I am sure that Great Western Railway would welcome the opportunity to serve more stations and facilitate the return of trains to North Devon. That would help thousands of people right across North Cornwall and North Devon, many of whom have to travel huge distances to access trains.

I might be the only speaker in the Chamber this evening who does not have a branch line running through their constituency, and I would very much like one, so I am going to make another case—for a Bodmin central branch line. There are only two standard-gauge railway stations in North Cornwall, both of which are served by the Bodmin and Wenford steam railway, which runs to Boscarne and is fantastic. However, Bodmin Parkway is located about five miles outside the town centre, which means that it is not easily accessible if there are roadworks or problems on the roads. I would therefore like a proper dedicated mainline link to be implemented between Bodmin Parkway and Bodmin General. The steam trains do a great job in the summer, but we need a 365-day-a-year link. I would welcome Great Western Railway considering putting in a link to connect Bodmin town up to Bodmin Parkway.

[Kevin Foster]

Does my hon. Friend agree that what he is saying about where train services could be developed shows the latent demand in the south-west region, particularly on the peninsula, for the creation of additional services not just on the Great Western Railway route but through the further extension to Okehampton of the old Southern route that still exists between Exeter and Waterloo?

[Scott Mann]

I do agree. The more branch services we get, the better. Our public transport system in Cornwall and Devon is not great, and we struggle to provide sufficient bus services. As my hon. Friend the Member for Plymouth, Moor View said, if we make these investments, that will drive jobs and drive the economy in our areas.

I thank the Minister for the investment that has already gone into the south-west, including in the points systems in Penzance, the new bimodal Hitachi trains, which will be ready for use by 2018—that is a fantastic investment and we are grateful for it—and the sleeper trains. I talked earlier about being rocked to sleep on the sleeper trains, which are a fantastic service. A gentle relaxation and a rocking to sleep is a lovely feeling, and it takes six and a half hours to get from Paddington to Bodmin Parkway, so I look forward to those sleeper trains coming online.

The bimodal trains will reach Cornwall faster, so we could do with them. It is also imperative that we look at electrification and line speed improvements. I know that is not going to happen overnight, but I would like the Minister to consider it. The sleeper train is an integral part of south-west connectivity. With the region being three to six hours away from London, night sleeping is important because it means you can have a restful night’s sleep and then get to work first thing on a Friday morning.

I thank the hon. Members for Ogmore (Huw Irranca-Davies) and for Slough (Fiona Mactaggart), who is no longer in her place, for raising the Heathrow proposals. For me, Heathrow is not a London issue; it is a countrywide issue. Linking up areas such as the south-west means faster journey times to Heathrow and it connects us to onward travel. I am grateful to the hon. Members for pointing that out. In 20 years’ time, we could be living in a region that has direct flights from Newquay to Heathrow, and direct trains from the region to Heathrow. People from Cornwall could then fly to Heathrow in an hour, and people in east Cornwall and Devon could hop on an electric GWR service and alight at Heathrow in under three hours.

[Johnny Mercer]

I am very much enjoying my hon. Friend’s stories of rocking the sleeper to sleep, or whatever it is. Does he agree that in order to upskill our part of the world and change the character of the south-west economy, it is fundamental that we attract bigger manufacturing companies to give our young people the skilled opportunities and skilled manufacturing jobs that will keep them in the south-west?

--- Later in debate ---

[Scott Mann]

My hon. Friend is absolutely right. Train connections have raised the wage base in other areas, and over the years the south-west has suffered from a low wage, high house price economy. Many of our young people struggle to get houses and to get on in life. If those rail services come online, businesses will invest in the south-west, which will give our young people every opportunity, which is great.

[Huw Irranca-Davies]

The hon. Gentleman is making a fine speech. I urge him to look, when he has time, at the development of the south Wales metro concept, because it covers urban and rural areas, and valleys as well as major conurbations. It is a great idea, because it relies not only on rail, but on other modes of transport that work on time and are affordable. It has a way to go, but a south-west metro concept comes to mind.

[Scott Mann]

I will, of course, have a look at those reports. The hon. Gentleman spoke eloquently about his valleys and the branch lines within his valleys, so I look forward to reading those reports.

In conclusion, the Great Western railway is a valuable asset to the south-west and it could be improved. Without it, the region would crumble, which is why we must make it better, faster and more resilient. Today, many of my colleagues will have been affected by the severe weather in the south-west. In fact, we have heard that four fallen trees have affected the railway service in Bodmin and around the south-west. It is quite fitting that those trains have been delayed on the same day as this debate. I am confident that the GWR franchise will continue to serve our region well, linking it to the capital, and that the Peninsula Rail Task Force and the south-west MPs will all work together for our corner of Britain and make it a better place to live, work and play.

Speed Limits on Roads (Devolved Powers) Bill

Scott Mann Excerpts

Friday 5th February 2016 Commons Chamber

[Scott Mann (North Cornwall) (Con)]

I beg to move, That the Bill be now read a Second time.

I am grateful for the opportunity to air my Bill today, and I, too, add my condolences to those expressed about the death of Harry Harpham, our honourable colleague and friend whom we have lost.

My Bill sets out to allow parish, town and city councils to set their own speed limits in their designated patches. This came about from recent visits to schools in St Teath, and notably in Werrington, where the young people wrote to me and asked me to come to their school and talk to them about traffic management and how we might adjust speed limits in that area. They wanted a 30-mile-an-hour limit, and I said that I would try to do something about it, which is why I am piloting this Bill. I went to Werrington and had an interesting discussion with the residents there. Indeed, we spoke about all sorts of things, but predominantly about the speed of the traffic.

If we hold a referendum on this issue—we are keen on referendums on the Conservative Benches—it would be done in line with local, national and European elections, and those for police and crime commissioners, and we would run a ballot alongside those elections on the proposals put forward by a local authority. If two parishes that are joined together wanted to change the speed limit in their area because the road crosses between the two, they could submit a joint proposal, and the referendum would be held in both parishes, rather than just one.

I am a firm believer in devolution, and the recent historic devolution deal proposed for Cornwall covers bus services and the European spending programme, among other things. For me, a lot of that devolution takes place in unitary and county councils, and there is not a huge amount of it in town and parish councils. I felt that it was important to get something on the record to state that town and parish councils would like a say. Speed limits are a good thing for them to discuss, because local people know the roads better than people who live hundreds of miles away. They drive on those roads every day. The people who use them should be able to set the speed limits for them.

I would just like to run through a few of the details in the Bill. Parish councils may change speed limits only on minor roads, B roads, and single carriageway A roads with a speed limit of no higher than 60 mph. The Bill does not propose just reducing the speed limit; it would allow speed limits to be increased through a referendum. I have had representations from the National Motorists Association, which was very concerned that we were proposing only to reduce speed limits. I tried to provide some reassurance that the Bill was not just about reducing speed limits, but about providing the possibility of increasing speed limits in some areas so that traffic flow is suitable for a designated area.

Leading up to a referendum, a parish council would carry out a detailed public consultation, including at least one public meeting to outline the proposals. The proposals would then be put to a vote of the parish council—or town or city council. If the vote is carried, the council would be obliged to put the proposals to a referendum, with ballot papers included in the ballot papers for other elections, such as local, general, police and crime commissioner or European elections. That would mean the cost to parish councils is marginal. They would foot the bill, which would be small, for the printing costs of the ballot. Other than that, there would be no financial implications.

I propose a cooling-off period of 30 days after the full council vote, so that if the unitary council or county council were so minded, it could implement the proposals without the need for a referendum. The referendum would still take place if it was not minded to do so. A referendum would be decided by a very simple majority-based voting system. The town or parish council would come up with a simple proposal, such as “Road A would be transferred from 40 mph to 30 mph,” or “Road B would be transferred from 40 mph up to 50 mph.” The proposal would be on the ballot paper and people could make their minds up on polling day whether they wanted to change the speed limit in their area. If the proposed speed limit is accepted, the emphasis would be on the local authority to implement the change within 12 months, so town and parish councils would pass a proposal for a referendum and the local authority would then be under an obligation to implement the result within a 12-month period.

The Bill sets out that a maximum of three roads can be taken into account at any one time. If we went beyond three, it could become very complicated. The printing costs of the ballot papers would be met by the town, parish or city council, but no additional funds for the cost of the referendum would be borne by those authorities. They could put counting processes in place to plan for referendums.

A county council or unitary authority would still reserve the right to implement speed limits without parish council consent on safety grounds alone. Once a speed limit had been put to a referendum, it could not be altered for five years unless the unitary authority or the police deemed that there were exceptional circumstances, or that safety concerns had changed and the road layout needed to be altered. There is a caveat to that, however. Those changes would have to come back to the town or parish council for them to change the order.

Speed limits could not be raised outside schools. In general, we believe that lowering speed limits outside schools should be encouraged. A county council, unitary authority or the police may block a proposal if it is deemed to be too dangerous—for example, raising a speed limit from 30 mph to 60 mph—and any safety concerns should be represented during the consultation process prior to a referendum. That should alleviate concerns about safety.

Finally, many parish and town councils are developing local plans. The Bill would take housing growth into account. I am very grateful for having the opportunity to air the Bill. I look forward to the Minister’s response.

--- Later in debate ---

[Scott Mann]

In the light of the Minister’s response, I will withdraw the Bill. However, I will lobby the Secretary of State to try to get some of these powers in the devolution package for Cornwall, and I hope we might make some progress in devolving the power to town and parish councils in other areas. I beg to ask leave to withdraw the motion.

Motion and Bill, by leave, withdrawn.