Cycling: Lincolnshire

Stephen Phillips Excerpts

Wednesday 12th October 2016 Westminster Hall

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

I beg to move,

That this House has considered cycling in Lincolnshire.

It is a pleasure to serve under your chairmanship, Mr Hanson. We used to have adjacent offices, and I know that my office could sometimes be noisy, so I hope you will forgive me for that. I am pleased to see that the debate does not appear to have attracted much attention, at least among Opposition Members, but there we are.

For those who are not lucky enough to have spent time in Lincolnshire, I have to say—it is important that this is recorded for posterity in the journals of the House—that it is a beautiful place, with big skies and verdant countryside, and it is just made for cycling. As someone who gets out on their bike a fair bit, I can vouch for the fun and good exercise that is to be had as a casual cyclist, as well as the opportunity to get out into the nature, clear the head and appreciate the loveliness of our surroundings.

Many of my constituents use their bikes more practically and a considerable amount more than I do. Although many of us in the country use our cars to travel long distances from place to place, particularly given the sporadic public transport in many parts of rural Britain, I believe firmly that we need to cycle more and that cycling should be encouraged. Even a short trip saves money on fuel, which is a big expense for those who make their lives in rural Britain, and if we take advantage of cycle paths and cut-throughs, cycling is sometimes quicker than taking the car anyway. Everyone who cycles instead of using their car is of course doing their bit for the environment by saving the emissions that would have otherwise have resulted from their trip.

I sought this debate not just to pontificate on the benefits of cycling, of which my hon. Friend the Minister is no doubt well aware, but to draw attention to the good work that has been done in Lincolnshire, which I believe serves as a good example to help other areas, and to gain the Minister’s assurance that the Government will continue to do what they can to help what we do in Lincolnshire be rolled out as best practice across the country.

Lincolnshire County Council’s vision is to get more Lincolnshire residents cycling more frequently, and to get visitors to the county to use their bikes. The county council is aware that encouraging people to cycle is about a lot more than getting bums on cycle seats; it is about creating a safe environment for people to enjoy cycling and providing the facilities that will enable them to do so. I am glad that LCC recognises that cycling can boost our local economy and contribute to sustainable economic growth through the expansion of tourism, and thereby help local business. Cycling also contributes to everyone’s quality of life by reducing traffic congestion on arterial routes and in city centres, which can be a real problem for residents and visitors alike, particularly in North Hykeham, and reduces both greenhouse gas emissions and air pollution. LCC also knows, as we all do, that more cycling means more physical activity, which improves both mental health and physical wellbeing and reduces the strain on our national health service.

If we are to get more people out cycling, we must ensure that roads are safe to travel on. Many people are discouraged from using their bikes or permitting their children to use their bikes by the fear of road accidents. I have received in my postbag several examples of keen cyclists who have had near misses and other safety problems while out and about. I pay tribute to Lincolnshire Road Safety Partnership, which does valuable work, particularly with the schools in my constituency. It is vital that cyclists know the rules of the road and how to cycle safely, for the sake of both them and other road users and pedestrians. I therefore warmly welcome the delivery of 8,000 cycle training places each year in Lincolnshire schools, as well as adult cycle training through the Bikeability scheme. I would be grateful if the Minister would comment on the Government’s plans to support such programmes not just in Lincolnshire but across the country, to improve cycling proficiency. I suspect that we all remember doing the cycling proficiency certificate when we were at primary school—I certainly do—and that is incredibly important.

Lincolnshire has taken advantage of various sources of funding to improve opportunities for cycling in the county. For example, the Greater Lincolnshire local enterprise partnership has funded schemes such as Go Skegness. I see that my hon. Friend the Member for Boston and Skegness (Matt Warman) is in his place, and that scheme is about an all-modes approach to travel in his area.

In the case of my constituency, I particularly want to praise Access LN6, which is now called Access Lincoln and was set up with a grant from the Government’s local sustainable transport fund. Since its inception in 2012, that initiative has encouraged businesses, residents and communities in North Hykeham, South Hykeham and Lincoln to travel sustainably, and it is a testament to the benefits of working to encourage people to think about how they travel as well as providing the necessary infrastructure and information for them to make a change. Infrastructure improvements have been delivered, providing lasting facilities such as the major new cycle path developments on Whisby Road, Station Road and Mill Lane, and the number of cyclists continues to increase. In fact, LCC tells me that the number of cyclists in the area has doubled, which I think we can all agree is wonderful news.

More holistically, Access Lincoln works to embed sustainable travel in the ethos of our local businesses by reviewing individual travel plans and working with networks such as Lincoln Business Improvement Group, Lincolnshire chamber of commerce and Grow LN6. The county council provides support through sustainable travel officers, who work directly with businesses to enable their staff to travel to work sustainably and encourage them to think about using public transport—and of course to think about cycling. That is a valuable part of encouraging people to get out of their cars and think about their travel choices, which we all want to see. I would like to see it spread to other parts of the country. Perhaps the Minister will comment on that.

I want to highlight the continuing success of Hirebike, a casual bike rental scheme in Lincoln. Bikes similar those that are available down here in London and are frequently known as “Boris bikes,” for reasons we all know, are available to rent across the city. Our scheme was launched in 2013 and bikes are now available at 19 docking stations in Lincoln and North Hykeham, with more expansion to come as a result of Department for Transport funding, for which I am extremely grateful to the Minister. Such schemes are invaluable in promoting casual cycling, offer a sustainable way for people to get around, and employ local people. What is the Department doing to encourage and support similar schemes not just in Lincoln and London but across the entire United Kingdom?

[Matt Warman (Boston and Skegness) (Con)]

Does my hon. and learned Friend agree that as we go forward with redeveloping Skegness railway station, that would be an ideal site for a bike hire scheme of the sort that he talks about? We could develop an integrated transport hub that would allow the many hundreds of thousands of tourists who visit Skegness each year to travel around sustainably and safely and see even more of our lovely county.

[Stephen Phillips]

Of course I agree, but my hon. Friend should push his ambitions a little further. He does not just need one docking station by Skegness station, he needs them all over Skegness. If the Minister is amenable to that proposal and will fund my hon. Friend to get some bikes in Skegness, I would quite like some in Sleaford and some other places in my constituency, and I would like more docking stations in North Hykeham, please.

I know that the Government take cycling seriously, and I am encouraged by the fact that spending on cycling across England has trebled from £2 a head to £6 a head since the Conservative party came to office in 2010. I welcome the commitment to a cycling and walking investment strategy and the announcement in last autumn’s spending review of £300 million of investment all the way out to 2020. The Government’s role is to create the right policy and funding environment to deliver change, and I would be grateful for an assurance from the Minister that his Department will continue to provide such support. I very much hope that other local authorities will show the same initiative as Lincolnshire, because only in that way will the benefits of cycling—the mental health improvements, the physical health improvements, the reductions in carbon emissions and the way it just makes us a better nation—be realised. I hope that is the message that the Minister will take away from the debate.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

It is a pleasure to serve under your chairmanship, Mr Hanson, I think for the first time in this Chamber. I congratulate my hon. and learned Friend the Member for Sleaford and North Hykeham (Stephen Phillips) on securing the debate. Cycling has sometimes been most closely associated in the media with more populated urban areas such as Greater London. That is a mistake. My area has fallen very much in love with cycling over the past few years, for all the positive reasons that he has articulated. If other parts of the country are like my area, cycling is booming, which is great news.

I would like to reinforce and support the arguments that my hon. and learned Friend made for cycling. It brings benefits in tourism and brings customers to businesses, not just in Lincolnshire but all over the country. Cycling is a great way to tackle the nation’s inactivity levels and improve economic growth. Above all, it is a sustainable and enjoyable way to travel and reduce travel costs.

The Government have an ambition to put cycling at the heart of our nation. We want to become a cycling nation. Our objective is to double cycling rates. Our vision is of streets and public places that support cycling and a road network where infrastructure for cycling is always considered when local and national routes are maintained, upgraded or built.

I am sure Lincolnshire is a wonderful county for cycling, partly because, as someone who is nearby but not too nearby, my perception is that it is relatively flat. For those of us who perhaps are not the fittest—people like me—that is quite a help.

[Stephen Phillips]

Will the Minister give way on that point?

[Andrew Jones]

Of course, though hopefully not on my fitness.

[Stephen Phillips]

I am sorry, but I cannot let that go. I live in a village called Thorpe on the Hill, and it is called that for a reason. I also have something called “the cliff” that runs down the middle of my village. I would not want people to think that we do not have big skies and big, open areas in which they can cycle in Lincolnshire, but if they are also interested in a bit of exercise I can certainly point them to some hills, including Harmston hill, which I have to say completely kills me.

[Andrew Jones]

I suspect my hon. and learned Friend’s fitness levels are way ahead of mine. He makes a valuable point. He has mentioned in both his opening remarks and his intervention the Lincolnshire landscape, and particularly the big skies that one experiences. I have certainly noticed that on all my visits to Lincolnshire.

Last year, the Government awarded half a million pounds for sustainable travel in Lincolnshire through the sustainable travel transition year fund. We also made similar awards to North Lincolnshire Council and North East Lincolnshire Council. Improvements such as the Canwick Road scheme were made possible by a contribution of more £1.5 million in funding from the DFT, which was put towards the £5 million overall cost of the project. Such developments ease congestion as well as providing improved facilities for pedestrians and cyclists.

In addition, Access Lincoln, Lincolnshire County Council’s framework for sustainable travel, will build on the success of Access LN6 by continuing to encourage people to walk, cycle, use public transport and car-share, as well as supporting key infrastructure projects in the city of Lincoln. Through our cycle rail grant, the Government have provided £360,000 for an innovative new cycle hub at Lincoln station. The hub will provide more than 200 new secure cycle parking spaces, making it easier and more convenient for people to cycle to the station. My hon. Friend the Member for Boston and Skegness (Matt Warman) said he wishes to see that extended into his area. I can only agree with him on the merits of such schemes, and I wish him every success. I know he is already discussing that with the Under-Secretary of State for Transport, my hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard). Where we have seen schemes developed, they have been successful, and I would like to see that success extended across the country.

With funding from the Department contributing to the success, Lincolnshire has made improvements to its infrastructure and made people’s experience of cycling more enjoyable. However, despite those good examples there is much more we will have to do if we are going to make this a cycling nation.

On 27 March we published the first draft cycling and walking investment strategy for public consultation. We had a fantastic response to it, with about 3,600 responses received, and more than 400 individuals attended engagement workshops around the country, highlighting the terrific appetite for cycling and walking. The draft strategy sets out our plans for creating a cycling and walking nation, with an ambition up to 2040 for making cycling and walking the natural choice for short journeys or as part of a longer journey. It includes a target to double cycling and a number of objectives to increase cycling and walking and reduce the rates of cyclists killed or seriously injured, and it explains the financial resources available in the spending period to support the delivery of the objectives.

The draft strategy also set out the actions to be taken to achieve our objectives under three broad themes: better safety, better streets and better mobility. I emphasise the key point that we cannot achieve those objectives alone. Our ambition will be delivered only if we work with local government, businesses, charities and the public. We want to support local delivery partners to do what they do best: identify and deliver individual, tailored cycling and walking interventions that are right for their areas. I think that was a key point made by my hon. and learned Friend about the progress made in Lincolnshire and that is exactly how we see progress being made across the country.

The Government have a role to play. We will take a lead on issues that require a national approach such as setting the framework and sharing knowledge and good practice. We will publish the final cycling and walking investment strategy once all considerations have been taken into account.

We have to look at funding as a part of this issue, because obviously that is important to help to facilitate change. We have made good progress. In 2010, for every person in England, just £2 was spent supporting cycling. That has gone up to £6 per person each year across England, and it is more than £10 per person in London and our eight cycling ambition cities, which include Birmingham.

[Stephen Phillips]

The Minister champions the fact that London is getting £10 a head and the rest of the country is getting £6 a head. I have to say that, not just in relation to cycling but in relation to everything, those of us who make our lives in rural Britain feel that we are constantly short-changed, because the money goes into the urban centres and not into our communities. I want his agreement that it is just not fair that the good folk of Lincolnshire will get £6 a head in this Parliament whereas the no doubt equally good folk of London, Birmingham and all these other places will get £10. It is not on, and it has to stop.

[Andrew Jones]

It is a question not of reducing funding in other areas but of improving the funding position right across the country. I share my hon. and learned Friend’s argument about how transport has been weighted towards the south-east—I represent a constituency further north than his own. The idea that transport issues exist only in the south of England is obviously nonsense that has to be corrected. That of course is one of the objectives of the Government’s spending programme, whether in High Speed 2, the road investment strategy or the control period 5 delivery plan—all such things are about injecting capacity. We have to address the significant regional imbalance.

That is not to say that I do not recognise that London has specific challenges because of its scale. It clearly has, but it is not unique in having transport challenges and those of rural areas are frequently overlooked. My hon. and learned Friend makes a valuable point and I agree with his underlying argument.

I think we have seen good progress with the cycling ambition cities, but I do not want progress to be only in small parts of our country. The spending review in 2015 included £580 million for a new access fund for sustainable transport, with £80 million of revenue funding and £500 million of capital as part of the local growth fund. That will build on the legacy of the local sustainable transport fund and its success in supporting sustainable travel to work as well as supporting the cycling and walking investment strategy. Following a competitive bidding process, we hope to be able to announce the winners of the current access fund applications later this year, by Christmas.

More than £200 million has been allocated to the cycling ambition cities, which are making progress with the delivery of cycling networks, including Dutch-style segregated cycle lanes in Cambridge, new strategic routes in Greater Manchester and a cycle superhighway in the north-east. That group meet regularly to share their experiences and learning, and I want to capture some of those and make all of that information available so that we can help to share good practice. Part of our role in Government is to pull together what good practice looks like, and encourage those with local responsibility. That is already happening in, for example, the shared space initiative; it is all about supporting local authorities in their work.

My hon. and learned Friend emphasised safety, which is obviously critical. There are still far too many people losing their lives or being seriously injured on the roads. As the Minister for road safety I am acutely aware that every life lost is a family shattered. We will do all that we can to improve the safety performance of our roads. To put things in context, ours are among the safest roads in the world. Last year was the second best year for road safety in our history, in terms of lives lost. Obviously, we want to build on that and go further, and that certainly includes cycling. I remember learning awareness and the law of the road, and how to use a bike, when I was quite small, at primary school. Bikeability is the Government’s national training programme, designed to give people the skills and confidence to cycle safely and competently on today’s modern roads. It has delivered approximately 1.9 million training places across the country since it began in 2007. We have secured a financial settlement for the next few years. My hon. and learned Friend asked for a commitment that it will continue and I am able to give him that. The funding has been secured; we have £50 million in the spending review and we expect to train a further 1 million children over the next four years.

Importantly, my hon. and learned Friend highlighted the good work being done in Lincolnshire, especially in relation to routes to school. We want to encourage children to be able to ride to school; but before that can happen, addressing parents’ natural concerns is fundamental. That is not, of course, a single initiative. We want to encourage cycling right across the transport mix. Highways England, which is responsible for the nation’s strategic roads, launched its cycling strategy in January. It outlined plans to provide a safer, integrated, more accessible strategic road network for cyclists and other vulnerable road users. It will invest £100 million in 200 cycling schemes between now and 2021.

The issue is not only funding, although that is obviously important. My Department is committed to ensuring that good cycling infrastructure is in place across the country. London has been mentioned, and there has been good progress there; but it is not just a London issue. We want to share the lessons across the country so that everyone benefits from the experience. The cycle proofing working group, which does not have the catchiest title in Government, was set up in 2013, and consists of experts from across the sector, who share knowledge, conduct research, promote good practice, and advise on cycle proofing standards to help support those with responsibility for designing and building infrastructure on a local basis. The Department has recently published case studies designed to help local authorities with the design and delivery of cycling provision.

We fully support devolution and decentralisation. It has of course been a running theme throughout this Government: the idea that local areas best know their needs and problems, and their solutions, seems self-evident to almost all Conservatives, but it has not necessarily been a feature of Government policy over the years. We are providing more capital for local infrastructure than ever before, particularly through the local growth fund. If anyone thinks that that is bad news for walking and cycling, they should reconsider. Forward-thinking local enterprise partnerships such as Greater Lincolnshire know perfectly well the value and the economic benefits that cycling can bring. We know that, because they have allocated more than £270 million to cycling infrastructure projects over the next five years.

Some of the benefits of that investment are beginning to be seen in Lincolnshire. The Go Skegness scheme has been mentioned. That project has started on site, and will transform public transport and cycling accessibility in and around Skegness. There has been a 77% increase in the number of cyclists on the Station Road cycle way, which is a key route in North Hykeham; that is fantastic. My hon. and learned Friend mentioned the Hirebike casual rental scheme in Lincoln; bikes are available to rent across the city. It was launched only three years ago in 2013, and 100 bikes are now available to rent. My hon. and learned Friend mentioned the imminent expansion and the ways in which the Department seeks to support it. The extension includes electric bikes, an interesting part of the marketplace that has made much more progress in other European countries than in the UK. I think they are likely to be a feature of the marketplace in time ahead; it may be an encouragement to participation in cycling for softies such as me.

I am trying to convey an impression of the many different ways in which the Government are committed to cycling. It is not our role to dictate what local areas spend their money on; they know themselves better than Government could, and our role is to support them by undertaking research, providing information and advice, and encouraging and promoting their work. We have been getting the message out, and it is clearly working and getting through. In future we shall go further with devolution deals, which will, I think, include more consolidated local funding pots. We will go further in supporting local bodies to create high quality local plans for cycling and walking.

We are very ambitious about making good progress with cycling, for health, environmental and transport reasons. There are not many things in this world that are fun, good for the environment, and good for us too; but cycling is one of those things. Our cycling and walking investment strategy is the first phase of a longer term process of transformational change to make this truly a cycling nation. It has been great to hear about the progress made locally in Lincolnshire, in my hon. and learned Friend’s constituency and others. He asked specifically for an undertaking that the Government will continue to support cycling, and I give him that: yes, they will. They will continue to support it financially, through publicity and the sharing of good practice. We view cycling and walking as being at the heart of our transport mix. I hope that the progress made in Lincolnshire will extend across the country, because it is exactly what we need.

[Stephen Phillips]

I am extraordinarily grateful to my hon. Friend, not only for his constructive response but for his assurances on my specific queries. I am immensely pleased to hear those assurances, as, I am sure, are my hon. Friends the Members for Boston and Skegness (Matt Warman) and for Louth and Horncastle (Victoria Atkins). I know from discussions with the latter that she knows the importance of cycling in her constituency, not only for the reasons covered in the debate but also in relation to regeneration.

[Victoria Atkins (Louth and Horncastle) (Con)]

I thank my hon. and learned Friend for securing this important debate. He will know that the Louth canal was, in its heyday, the powerhouse of the midlands engine—even bigger than Grimsby’s port, in its time. Does he welcome, as I do, the work of East Lindsey District Council, the Louth Navigation Trust and Sustrans to reopen the route along the canal for cycling, walking and other joyous pursuits?

[Stephen Phillips]

Yes, of course I agree with my hon. Friend fully about that. I am looking forward to cycling the route and, indeed, dragging her along with me, when it opens in due course. I am afraid that the price of being permitted to make her point in the debate will be that she will have to join me.

We have had an extraordinarily useful debate. Those who read it in Hansard will be left in no doubt about the beauty of Lincolnshire, and the fact that it may be the best county in the United Kingdom in which to engage in cycling pursuits. I can promise those who come that not only will they get a good bike ride; they will get fabulous lunches in some of the wonderful pubs and other places of Sleaford and North Hykeham—and, I am sure, Boston and Skegness and Louth and Horncastle. I am grateful to the Minister and to everyone who contributed to the debate.

Question put and agreed to.

Great Northern Great Eastern Upgrade: Compensation

Stephen Phillips Excerpts

Thursday 5th May 2016 Westminster Hall

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

I beg to move,

That this House has considered the matter of compensation for residents affected by the upgrade of the Great Northern Great Eastern railway line.

It is a pleasure to serve under your chairmanship, Ms Vaz, for what I think is the first time. Let me begin by defining what we are dealing with. The Great Northern Great Eastern line runs through my constituency, as well as those of many right hon. and hon. Members, on its way from Peterborough to Doncaster. Self-evidently, it passes close to the homes of many of my constituents.

The line has, of course, been in daily use for a long time and those who move next to railways lines know—it is not unreasonable—that some noise and vibration can be generated and is expected. However, decisions about where people live and where their homes should be are based on existing use, and what is at issue here is the increase in frequency and speed of traffic along the line following Network Rail’s recent upgrade and the measures that should be taken to ameliorate the effects of that, which is something that to date Network Rail has been intransigent on with regards to both measures to deal with increased noise and vibration and compensation for those affected.

The Under-Secretary of State for Transport, my hon. Friend the Member for Devizes (Claire Perry), formally opened the upgraded line in March last year. That huge project was a substantial investment in the infrastructure of Lincolnshire and the east midlands. Network Rail apparently spent £280 million on improving the line, including the upgrading of 61 level crossings and 57 bridges and the renewing of more than 80 miles of track to increase line speed to 75 mph for passenger trains and 60 mph for freight trains.

New electronic modular signalling systems mean that the line can be kept open 24 hours a day, which is obviously a problem for residents given that that was not previously the case. Moreover, the upgrade has increased the number of freight trains as part of plans to free up slots for more passenger trains on the east coast main line route between Peterborough and Doncaster.

Everyone appreciates the need for investment in our railways and I understand the benefits of the upgrade: better and faster services, reduction in the need for heavy maintenance over the next decade and a decrease in delays owing to infrastructure faults. Moving freight traffic on our railways also reduces the number of polluting heavy goods vehicles, which helps us all with congestion and is a welcome move for anyone who has been stuck behind a goods lorry on a Lincolnshire A road, as I all too frequently am.

However—here is the thing—since the upgraded line came into full use, serious problems have become apparent that Network Rail is at present failing to address. In particular the Minister should be aware that, as a result of the upgrade, my constituents and those of other right hon. and hon. Members who live beside the line are now subjected to a level of traffic that they never could have reasonably anticipated when they moved into their homes. These trains—both passenger and freight—are now more frequent, faster and heavier than before. There are more trains during the evening, night and early morning. As one of my constituents, Mr Scrutton, pointed out to me in an email late last night, Network Rail told those who live along the line that the use of continuous rail would improve noise disruption, but the experience of those who actually live along the line is different. Noise and vibration have got worse and, of course, far more frequent.

Those issues were first drawn to my attention some time ago by the Surfleet and Joiner families who live in the beautiful village of Helpringham and who are watching this debate keenly. They are neighbours and their properties both lie alongside the line. They have been subjected to increased noise and vibration from the upgrade and they have been assiduous in trying to find an amicable solution with Network Rail to the concerns they have expressed.

Over recent months, I have also been contacted by more and more constituents from Helpringham and from other affected villages who tell me of sleepless nights, structural damage to their homes and an inability to sell their properties. One mother wrote to tell me that her young daughter now cannot sleep through the night, which is affecting her school work. However beneficial to the nation’s infrastructure the upgrade is, it should not, I venture to suggest, have come at the cost that it has to those families, with few or no ameliorative measures put in place. The parish council in another village, Metheringham, one of the worst affected, held a public meeting last year. Residents expressed serious concern about the noise and speed of the trains along the line, and the council pleaded with Network Rail at least to reduce the speed of trains as they go through the village, all to no avail.

I have to tell the Minister that we have come up against the same point again and again. In renewing the track, Network Rail has used continuous welded rail, which it says reduces the noise and vibration and lessens the old clickety-clack noise that could be so infuriating to residents. That is cold or no comfort, because even if it is correct, it simply does not address the additional noise, vibration and nuisance that result from more trains, faster trains and heavier trains.

To show the House just how arrogant the unaccountable Network Rail is, I can do no better than offer its own words to one of my local newspapers last year:

“The line was already in daily use for both passenger and freight rail services and there is therefore no automatic obligation to introduce noise or particulate mitigation measures for increases in service levels.”

That not only displays the attitude that I have faced in trying to raise this issue but neatly summarises the problem: there is seemingly no obligation for Network Rail to mitigate those problems or to deal with me or local residents. If it were a new line or if the line had been substantially changed, there would have been such an obligation and residents would have been able either to claim compensation or to get noise mitigation measures installed to improve their individual circumstances. However, we are repeatedly told that in this situation there is no such obligation, so nothing is being done. “Deal with it and get lost” is the clear message that I am receiving.

I well appreciate that Network Rail cannot provide compensation to everyone who lives alongside a railway line, but its response when I have raised individual cases has been that residents can apply for compensation on an individual basis, but the burden of proof falls on them to show that they are suffering from increased noise and vibration. Network Rail seems to think that everyone affected should have to pay for noise monitoring, structural surveys and so on, which are frankly beyond the means of most of those people. Worse still, even if they are successful in claiming compensation, those costs are not covered or taken into account. Although I am not asking Network Rail to pay for a survey every time someone comes along with a complaint, it is surely right, given the volume of people who were misled into thinking that the upgrade would actually improve their lives, that Network Rail should take up the burden and either pay compensation or take steps to improve the lives of those people.

The Minister will know that I have raised this issue in the House before with the Under-Secretary of State for Transport, my hon. Friend the Member for Devizes, who has responsibility for this area, and she has met me to discuss it. She kindly promised to write to Network Rail to encourage it to engage with me and the problems and to do what it can. I have yet to see a copy of that letter, but perhaps he will in due course tell me and the whole House the current state of play.

In truth, despite their welcome sympathy for my constituents, I suspect that the Department and the Government have not yet given this issue the focus it demands in their dealings with Network Rail, which seems unaccountable to Members of Parliament and Ministers without some sort of adverse publicity, which I hope this short debate will provoke. We can push, we can plead and we can shame, all of which I have sought to do, but in the end it simply seems that none of us can push past the brick wall and make Network Rail address problems if it does not want to.

Colleagues across the House will know how difficult it can be to engage with Network Rail on difficult issues, but the problems that I have experienced in communicating with it pale in comparison with those faced by members of the public, parish councils and others. I would like to hear from the Minister about what more he can do to improve the responsiveness and accountability of Network Rail on this issue. I appreciate that he may say that his power and that of the Department to intervene in this case is limited, but I would say that is precisely the problem. It is a problem that needs to be addressed and one that I intend to keep pressing on behalf of all my affected constituents. It simply must be dealt with.

--- Later in debate ---

[Stephen Phillips]

I am extremely grateful to the Minister and to the hon. Member for Cambridge (Daniel Zeichner), who speaks for the Opposition, for contributing to the debate.

The problem that has not been grappled with is twofold. Yes, the Minister says that extensive consultation took place before the upgrade of the line and that there was a programme with schools, but the difficulty, as adverted to in the email that my constituent Mr Scrutton sent me overnight, is that the case presented to local residents, parish councils and everyone else was that the upgrade, with the continuous welding of the track to which my hon. Friend refers, would improve their lives by reducing the noise and vibration to which they were exposed. That might well be the case, and the figure of 60% that he gives for the reduction in noise and vibration from using continuously welded track might well be right, but it is only right if the frequency, speed and weight of the trains are the same, and that has not been the case.

The track, signalling and infrastructure have been improved, but as a consequence, the line is used more frequently, including, as the Minister accepts, through the night, and it is used by trains that are heavier, faster and more frequent. The result is that the case that Network Rail presented during the consultation period, to which he adverts, does not represent the reality to which my constituents and those of other right hon. and hon. Members, who unfortunately are unable to join us today, are subjected. That is the issue with which Network Rail needs to grapple. I am talking about whether it can offer compensation and whether funding should have been put in place, when the project was announced, to ameliorate the fact that the trains are causing real concerns to those who live along the line and are affecting not only their property values but, much more important, their quality of life. That is what needs to be addressed. My hon. Friend says that he will talk to the Minister with responsibility in this area; I hope that that is the message that he will take back.

Question put and agreed to.

Oral Answers to Questions

Stephen Phillips Excerpts

Thursday 28th April 2016 Commons Chamber

[Andrew Jones]

I am happy to take up any local problems affecting any colleague with the DVSA.

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

14. What plans the Government has to encourage cycling in rural areas.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

On 27 March—during the Easter break, when people had plenty of time to read it—we published the draft “Cycling and Walking Investment Strategy.” We want everyone in the country, including people in rural areas, to have access to safe, attractive cycling routes. Local authorities have a detailed understanding of their roads, and are well placed to decide how best to provide for cyclists on them.

[Stephen Phillips]

Safe and attractive cycling routes are important, but a number of constituents who are keen cyclists have written to me about the problem of potholes, of which I have personal experience—and a scar to prove it, although I do not intend to show my hon. Friend where it is. Will he join me in welcoming the £28.4 million that Lincolnshire County Council will receive this year for highways maintenance, and will he also encourage highways officers in Lincolnshire to continue to do what they can to reduce the risk posed by these dangerous potholes?

[Mr Goodwill]

Lincolnshire is a wonderful county for cycling, not least because it is relatively flat. The Government have allocated substantial funds for the repair of potholes, but I would encourage local authorities to concentrate on how effectively they are using that money. There is some good new technology out there which will mean that potholes can not only be repaired but stay repaired. We often hear stories about potholes being temporarily repaired and then opening up again very quickly.

--- Later in debate ---

[Mr McLoughlin]

I think I need a bit of mentoring in the dialect being used this morning. I accept that the last Labour Government did nothing to improve the system in their 13 years. I am glad to say that new trains will be operating on that line by 2020 as a result of a decision that I took, which was to override the advice, and to instruct the permanent secretary that the Pacers would be phased out, and that we would have new trains on the line. I am very proud of that decision.

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

T3. Every time I come across Network Rail, it seems to have a great deal of power, but to be utterly unaccountable to central Government. As we are seeing in Lincolnshire, that power can be used to frustrate growth infrastructure schemes that have the support of local authorities. What can the Minister do to ensure that Network Rail does not act to stop schemes that are in the best interests of local people and supported by local authorities?

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

The best schemes are those that are strongly supported by local authorities, local enterprise partnerships and local businesses. Network Rail is in a new phase in which route responsibility will be devolved, and it will work to a set of investment plans that are agreed, based on important bottom-up analysis.

Oral Answers to Questions

Stephen Phillips Excerpts

Thursday 28th January 2016 Commons Chamber

[Mr Speaker]

I call Stephen Phillips.

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

Since I have the ability to count, I think I will ask for question 11.

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

Clearly a man who has had a double espresso this morning, Mr Speaker.

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

11. What discussions he has had with Network Rail on compensation for residents affected by the upgrade of the great northern great eastern line.

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

I have regular discussions with Network Rail on a range of issues and this issue has not yet been raised. I am interested to hear more, because I was really proud to open the £280 million line upgrade. It has massively improved freight capacity and, potentially, passenger capacity. As part of the scope, Network Rail reduced track noise and vibration through the use of continuously welded rail.

[Stephen Phillips]

I am grateful to my hon. Friend for that answer, although I have to say I am astonished that she is unaware of this issue. I have been contacted by very large numbers of constituents who are suffering greatly increased noise and vibration following the upgrade of the line. I met Network Rail, which is adamant that it will neither mitigate those effects nor compensate residents. Will she put pressure on Network Rail and fire a rocket up it, so it actually does something to help?

[Claire Perry]

I am disappointed to hear this. There was a huge amount of consultation on the scheme, including with local schoolchildren to let them know the dangers of high-speed trains running through areas. If my hon. and learned Friend would perhaps set out his concerns in more detail, I will of course raise this at my next meeting.

Young Drivers (Safety)

Stephen Phillips Excerpts

Wednesday 26th February 2014 Commons Chamber

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

I am grateful to have secured this important debate. I tried to do so having learned the tragic story of Emily Challen, a 17-year-old constituent of mine who was killed in a car accident this time last year. Her death has left a void in the lives of her parents and family that few of us can begin to imagine. I pay tribute to her parents, Keith and Jennifer, for their bravery and dignity in telling Emily’s story and in trying to ensure that some good comes of what their family have been through.

On 15 February 2013, Emily was travelling to school as one of three passengers in a car driven by an 18-year-old friend, when the car ran into the back of a stationary lorry on a slip road. Emily was pronounced dead at the scene. In a few short moments, her promising young life, and the happiness of many whose lives she touched and enriched, were extinguished.

We cannot, of course, undo what happened that day. What we can do, and what we should be doing, is to try to reduce the chances of what happened to the Challen family happening to anyone else. In short, how can driving be made safer for young drivers? What lessons can we learn from other jurisdictions where young drivers cannot simply pass their test and enjoy the same access to the road network as those who have been driving for years? How can we minimise the chance of other families having to suffer what the Challen family have been through?

Road crashes are one of the biggest unnatural causes of death for young people in the UK. The figures are appalling and they speak for themselves. Young drivers are involved in one in four fatal and serious crashes, despite making up only one in eight holders of driving licences. One in five new drivers has a crash within six months of passing their test, and we all know that young male drivers have much higher crash rates than young female drivers.

Why is that so? The reasons are not, perhaps, obscure, but they deserve restatement. As anyone who has been driving for a while knows, young people are more likely to take a number of the deadliest risks on our roads, including speeding, overtaking blind and not wearing a seat belt. Young drivers, especially young men, are more likely to seek thrills from driving fast and cornering at high speed than their older counterparts. Although young people quickly pick up the physical skills of driving and, as a result, feel they have mastered the art and are very confident about their abilities, that is simply an illusion. Young drivers drive unsafely, but they do so believing that they are in control.

Young drivers do all that when, as anyone who has been driving for years knows, although some hazards on the road are easy to identify, many are not. It often takes experience to notice the hidden hazards, and owing to inexperience, young people may be poor at noticing them and reacting in time to avoid them. The research indicates that, since driving is a new experience for young people, they tend to use most of their mental energy on the immediate tasks, such as gear-changing and steering, rather than on general observation of the potential hazards ahead. Inexperience means that they have a poorer ability to spot such hazards; youth means that they are particularly likely to take risks.

As hon. Members will know, that is not the end of the story. Perhaps most worryingly, young drivers are more likely to drive while under the influence of alcohol or drugs. So it is that drivers under the age of 25 have the highest incidence of failing a breath test after a crash. Any amount of alcohol in the bloodstream can affect a person’s ability to drive safely, as it impairs reaction times and affects the ability to judge speed and distance accurately. Alcohol or drugs, combined with a lack of experience on the roads, is therefore a particularly dangerous mixture.

Of particular concern to Mr and Mrs Challen, given the circumstances of Emily’s death, is the research that shows that having passengers in the car can cause even higher crash rates among young drivers. Peer pressure can encourage bad driving and result in drivers showing off to their passengers, as well as cause distraction. Research in the United States has shown that the already high crash rate for teenagers when driving alone is greatly increased when passengers are present. With two or more passengers, the fatal crash risk for 16 to 19-year-old drivers is more than five times greater than when they are driving alone.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. and learned Gentleman for bringing this important matter to the House for consideration. Is he aware that between the hours of 2 am and 5 am, accidents among young people increase by 17%? Does he feel that the Government should perhaps consider a restriction on young drivers between 2 am and 5 am, to reduce accidents and improve safety?

[Stephen Phillips]

I am grateful to the hon. Gentleman for his intervention. I was not aware of the specific figure that he has given, but I will certainly come on to what the Government might do, and what I—and indeed others—think they ought to do.

The Minister will, I suspect, know the figures I have given to the House, but neither this Government nor their predecessors have taken the action necessary to ensure the safety of young drivers on our roads, as well as that of those who travel with them and other road users. Why? I do not know. I want to hear tonight that the Minister and the Department for Transport will take a fresh look at the issue before more young lives are wiped out in an unnecessary and untimely fashion.

What can be done to make things safer? Although I accept there is a balance to be struck with social and work mobility for young people, the fact remains that we have to do something. I, and others such as the hon. Member for Strangford (Jim Shannon), have been extremely concerned that the Department has delayed its Green Paper on young driver safety, apparently indefinitely. Let me make it clear to my hon. Friend the Minister that not only is that not good enough, but he needs to tell the House why that decision has been taken and, frankly, either reverse it or face the consequences of not doing so, and what that will mean for death and serious injury to young drivers in the future.

Graduated driver licensing exists in many other countries, and at present I see no good reason for why it does not exist here. Exact requirements vary slightly, but the main aim, which any licensing system ought to share, remains the same: to build up the ability and experience of young drivers in stages on a structured basis, to minimise the risks that they face. That means limiting the exposure of new drivers to the dangerous situations I have mentioned. Novice drivers going through graduated driver licensing could be subjected to certain restrictions and conditions, including restrictions on the number of passengers they can carry, driving at night and alcohol consumption. A graduated licence system would also go hand in hand with road safety as a compulsory part of the national curriculum in schools, where we should be teaching young people about the risks that they face as novice drivers or young passengers and how to minimise them.

Presently, we allow eager young 17-year-olds to be out unsupervised on public roads exceptionally quickly. In the UK, drivers can go from never having driven at all to being fully licensed in months or even weeks. Each year, 50,000 17-year-olds pass their driving test with fewer than six months’ driving experience. That gives them very little time to develop experience while under the relative safety of some form of supervision.

[James Duddridge (Rochford and Southend East) (Con)]

Tragically, I have raised a similar case with the Minister. One of the solutions proposed by the family in that case was a probationary period, perhaps for three years after passing the test, where the P-plate, rather than the L-plate, would need to be displayed. Does my hon. and learned Friend think that would be a good idea as part of the package of solutions?

[Stephen Phillips]

That is certainly one of the options that the Department ought to consider, along with a number of other options from many other jurisdictions, some of which I will come on to, as part of a graduated licence system. Unless we do something, we will simply continue with this epidemic of death and serious injury to young drivers in this country.

One thing that could be introduced is a minimum learning period—for example, one year—before taking a theory or practical test. All learner drivers would therefore have time to develop experience under full supervision before being allowed out alone. However, because the Green Paper has been put on hold or delayed, that is apparently not something that the Government are prepared even to consider or consult on, which is more than regrettable.

Evidence from other countries that have introduced some form of graduated driver licensing system shows that a difference can be made. Analysis of such a system in New Zealand by the UK’s Transport Research Laboratory showed that, following the introduction of a graduated driving licence, there was a reduction in car crash injuries of 23% for 15 to 19-year-olds, and 12% for 20 to 24-year-olds.

In the great state of Michigan, home to the US auto industry, research has found that young people are 11% less likely to be killed or injured on roads than their parents, thanks to their reformed system of learner licensing. In Washington state, annual deaths and serious injuries among 16 and 17-year-old novice drivers reduced by 59% after the introduction of a driving curfew between 1 am and 5 am for the first year, a ban on carrying teenage passengers for the first six months and a licence suspension for under-18s of up to six months for committing two or more violations.

Why, oh why, are we not learning from those figures and experiences, and saving hundreds of young drivers in the UK from serious injury and death every year? It is not as though calls for something to be done are new. In 2007, the Transport Committee reviewed the evidence available and called for the introduction of a graduated driver licensing system, including a minimum 12-month learner period; raising the age of unaccompanied driving to 18; a maximum blood alcohol limit of 20 mg per 100 ml of blood for up to 12 months after passing the test; a ban on passengers aged 10 to 20 years between 11 pm and 5 am for a year; and a learning programme undertaken and examined by an approved driving instructor.

The House will not be surprised that the report, as with so many good and considered Select Committee reports, appears simply to have been ignored. It is not as though such changes would be unpopular. Again, we have the research to prove it. A survey by the road safety charity Brake and Direct Line found that 87% of drivers thought that learners should be required to achieve a minimum level of experience before taking their driving test and that 81% thought that there should be restrictions on drivers’ licences for a period of time after they first passed their test. If and when the Department publishes a Green Paper, those figures will no doubt be replicated in responses, so why on earth are we not getting on with it? How many families have to go through what the Challen family has been through before the Department for Transport gets the message?

The number of young people being killed or injured on our roads unnecessarily is too high, the present position is untenable, the attitude of the Department inexplicable, the persistence of the problem inevitable and the solution readily and easily apparent. Not only can something be done; something must be done. In the name of Emily Challen, for God’s sake let us do what we were sent here to do and act now.

Nottingham to Lincoln Railway Line

Stephen Phillips Excerpts

Monday 27th January 2014 Commons Chamber

[Patrick Mercer]

I am grateful for that intervention. My hon. Friend has stood firmly by me throughout this campaign and indeed with Newark business club, which I really should have mentioned earlier on. I am grateful to him for his support. I hope that I have made it clear that I am not just talking about Newark constituents. My hon. Friend mentioned Ollerton and Edwinstowe, and they are crucial. They are inside his patch, but I completely recognise the point that he makes. The key outcome that we are seeking from this debate is a commitment to funding the enhanced train service, which we call stage 1 of the development of the Nottingham to Newark and the Lincoln railway. I would be awfully grateful if we could make some headway on that with the Minister tonight.

The services between Lincoln and Newark to Nottingham are far from the normal standard of service. Given that we are talking about an area of considerable economic development, it is interesting that the frequency of the trains has reduced since 2000, despite the fact that we have relentlessly growing passenger numbers and that the population of the area is due to increase considerably, not least with the Newark growth point bid, which is coming through in the next couple of years.

I have already mentioned the economic importance of the area. That has been recognised by the east midlands councils, the Derby, Derbyshire, Nottingham and Nottinghamshire local enterprise partnership and the all-party parliamentary group. They have all identified the need for the railway line to be upgraded. As the Minister knows, a strategy has been developed between stakeholders and East Midlands Trains progressively to upgrade the line at a modest cost. A train service has been identified that gives increased frequency and faster journey times by extending the hourly Matlock to Nottingham trains to Newark Castle, with the hourly Leicester to Lincoln trains running non-stop between Nottingham and Newark. I will return to that point in a moment.

The first stage of the upgrade, which I have discussed extensively with the hon. Members for Gedling (Vernon Coaker) and for Nottingham South (Lilian Greenwood), would produce immediate benefits right across the line. For instance, for Lincoln, there would be a reduction in journey times. For Hykeham and Newark, there would be a doubling in frequency and a reduction in journey times. For Carlton, Burton Joyce and Fiskerton, there would be a doubling of frequency, and for Bleasby, Thurgarton and Rolleston an increase in frequency. I have no doubt that the points made by my hon. Friend the Member for Sherwood (Mr Spencer) will also be reflected in that.

Subsequent stages would see additional significant benefits—notably, an express service from Lincoln and Newark every hour throughout the day; a doubling of frequency for Lincoln with a train every half hour, as is standard elsewhere; a direct service from both Lincoln and Newark to Birmingham; improved frequency of connections from Lincoln to London via Newark North Gate; and a reduced journey time from Lincoln to London. That would all strengthen the business case for a direct Lincoln to London service.

The cost of stage 1 is extremely modest, at £700,000 per annum for an initial three years.

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

The hon. Gentleman is making a compelling case for this important project to which I hope the Minister is listening. He has come to the important point, which is that we are talking about an extremely small amount of money that would benefit enormously economic growth in places such as North Hykeham in my constituency. Given that fact, it would be a false economy, as I am sure he would agree, for the project not to go ahead.

[Patrick Mercer]

I am grateful to the gallant, hon. and learned Member, who makes an extremely good point. I hope that he appreciates that I am trying to address the area—that is, not just Newark but the financial penumbra thrown by the railways throughout the area, regardless of party political divide. We all want the scheme to succeed outside our constituencies and into the area as far west as Nottingham and as far east as Lincoln.

We think that the initial three years, which would eventually cost £2.1 million in total, could easily be paid for through the franchise extension and/or the forthcoming round of local sustainable transport funding. The cost is just half the cost of a brand-new service to Westbury, for instance, which is far smaller than Lincoln and for which the Department for Transport is paying £4.2 million from the local sustainable transport fund. Using DFT standard assessment rules, the business case for the stage 1 improvements is strong, with a benefit-to-cost ratio of 2.16. Planned development of housing and employment strengthens the argument for the need for improvement and the business case.

The benefits of stage 1, and the extra passengers and revenue it would generate, would greatly strengthen the case for funding the subsequent three stages from moneys that have already been made available to Network Rail. During a visit to Derby, a city that many of us hold dear to our hearts, on 2 November 2012, the Chancellor of the Exchequer stated:

“I am really willing to work with the East Midlands to improve the quality of bids, make sure that they get the money and funding that they deserve”.

This scheme provides the perfect opportunity to do just that, at, I underline for the Minister, a terribly modest cost.

In addition, the statement by the Transport Secretary on 26 March last year made it clear that the Department for Transport

“will look to negotiate further passenger benefits”

during discussions to extend the East Midlands Trains franchise to April 2017. Funding the extra trains on the Lincoln line would deliver real benefits for passengers at a reasonable cost to taxpayers, especially if combined with a successful local sustainable transport fund contribution.

The earliest that the improved service can be introduced is May 2015. That would, happily, coincide with the opening of both the civil war museum in Newark and the exhibition at Lincoln castle to celebrate the 800th anniversary of the signing of Magna Carta, which is terribly important and on which the hon. Member for Lincoln might want me to give way. He does not, but I know that he feels strongly about these points.

The last date that East Midlands Trains can apply for the required train paths is 8 August 2014. However, before then the company needs to reach agreement with other operators over the additional access rights it needs and to hold public consultation on the service changes. Realistically, that process must start by 30 April.

I promised the Minister I would be brief and I am extremely grateful to those who have supported me.

--- Later in debate ---

[Stephen Hammond]

East-west is often a challenge across the country, and I am about to address that point.

I said that the Government’s rail investment strategy rightly focuses on the strategic priorities for the network but, in line with our localism agenda, it is right that local and sub-regional bodies, which are best placed to prioritise and fund investment for the needs of their areas and to support local economies, should come forward with their priorities. The rail industry did not identify the Lincoln-Nottingham route as one on which investment is a strategic priority for 2014 to 2019, so it was not included as requiring enhancements in the strategy. The strategy does however include funding for line speed improvements across the network and for improvements to level crossings. There is £300 million for journey time and performance improvements and £65 million to reduce the risk of accidents at level crossings. Network Rail will spend that in locations where best value for money can be attained. Decisions on the allocation of those funds could be influenced by a local capital contribution and a local assessment of need, which is usually headed up by local authorities and local enterprise partnerships. That is my point: localism and local authorities being able to influence and enhance the value of Network Rail’s investment programme.

Therefore, it is for Nottinghamshire and Lincolnshire county councils and the LEPs—D2N2 and Greater Lincolnshire—to determine whether investment and enhancement to services on this route to improve connectivity and support local economies is a priority for their strategic economic plans and should be included in a bid for funding to the local growth fund. The Government have committed to putting £2 billion per annum into the local growth fund from 2015-16 to 2020. Moreover, any subsidy requirement for the proposed additional service on the line would also need to be funded by the promoter, usually the local authorities, which would have to be in place for three years, after which the Department would consider taking on funding responsibility.

As I said last week in the meeting with my hon. Friends the Members for Lincoln (Karl MᶜCartney) and for Newark, the Government have set out this position very clearly, both to campaigners and to the local authorities concerned on a number of occasions. I reiterate, as I did to both of them last week, that so far the Department has received no comment from either Nottinghamshire county council or Lincolnshire county council. We have not seen a business case for the proposed investments and improvements. However, we have made it clear to both Nottinghamshire and Lincolnshire and the LEPs that we are willing to provide guidance and strategic advice. Neither of the two strategic enterprise partnerships has indicated that the scheme is a priority, and without support from those bodies, I regret to say that it is unlikely that much progress can be made in achieving the objective of improved services that Members have talked about this evening.

[Stephen Phillips]

It seems to follow from that that if this is merely an oversight on the part of the two county councils and the relevant LEPs and that is rectified, this is a project that the DFT will treat as a priority and that this funding will be forthcoming. Is that right?

[Stephen Hammond]

My hon. and learned Friend, in true legal style, poses an argument that has a number of assumptions within it that we might unpick. He will obviously want to go to the very first part, which is that he has heard me say several times in my remarks that we have encouraged the county councils, the LEPs and the strategic economic partnerships on a number of occasions to make the case. The Department has offered advice and guidance on how they might formulate that case, but it has not been forthcoming. Therefore, to say that this is an oversight might be quite a big presumption. However, were it to be an oversight, or even at this late stage, if those authorities chose to decide that this is now a strategic priority for them—my hon. Friend the Member for Newark nods; I made exactly this point to him last week—even at this late stage, the Department will consider their applications.

Electric Vehicles (Vulnerable Road Users)

Stephen Phillips Excerpts

Wednesday 30th October 2013 Westminster Hall

[Richard Burden]

The hon. Lady makes a good point. It is important that this debate does not encourage people to wander around the roads while drunk, but we need to consider such people.

In certain manoeuvres, quiet vehicles can be twice as likely to be involved in collisions with pedestrians than vehicles with conventional internal combustion engines. Evidence from the US shows that quiet vehicles travelling at low speeds—we are principally discussing accidents at low speeds—cannot be heard until they are just one second away from impact with a pedestrian. Recent research from the TAS Partnership revealed that such vehicles were involved in 25% more collisions causing injury to pedestrians in 2010 to 2012 compared with the overall vehicle population.

Many hon. Members also mentioned that it is not simply a question of accident statistics; we are also discussing perceived danger and its impact on confidence. Recent EU research showed that 93% of blind and partially sighted people are already experiencing difficulties with electric vehicles. Personal testimonies collected from Guide Dogs reveal how vulnerable people can now feel less confident about leaving their homes. One guide dog owner said:

“Crossing roads safely is a huge part of my independent mobility. Quiet vehicles take away this independence.”

That point was made powerfully by the hon. Members for Sherwood and for Angus and by my hon. Friend the Member for Worsley and Eccles South. Another guide dog owner said:

“the idea of stepping off the pavement into the path of something as lethal as a silent car is truly frightening.”

Big improvements in road safety for people with sensory loss have been made over recent years, including making crossings safer through the use of audible warnings, but the failure to ensure that low-carbon vehicles are audible would be a real backwards step. In the light of the evidence presented today from across the Chamber, will the Minister confirm whether he accepts that quiet and electric vehicles pose both a real and a perceived threat to vulnerable road users?

In February 2013, the European Parliament voted on an amendment to the EU regulation on the sound level of motor vehicles, which I am pleased to say that Labour MEPs supported. The amendment would make the fitting of an acoustic vehicle alerting system—AVAS—mandatory in all electric and hybrid vehicles. Legislation mandating AVAS in all quiet vehicles has already been passed in the US and in Japan. A globally applicable UN technical specification will also be agreed in 2014. I am, however, unsure about the Government’s position. Parliamentary question after parliamentary question has been submitted, but the answers seem to be the same: the Government are considering moving their negotiating position from a voluntary to a mandatory approach or that they are considering how to implement the requirements in the UK. In reply to my recent parliamentary question, I was concerned to hear the Minister say that the Government’s position had actually moved backwards and that they were opposed to a mandatory approach. I hope that he will confirm today that that is not the case.

If the change is anything to do with alleged burdens on businesses and on the motor industry, hon. Members, including my right hon. Friend the Member for Oxford East, have made it clear that the technology to fit such devices is available and is relatively cheap. What motor manufacturers need is certainty. They need to know what is going to happen and when. For the Government constantly to say that they are considering this or thinking about that or considering making such devices voluntary is frankly no help to motor manufacturers. What is the intent behind the Government’s decision to wait until more electric and hybrid vehicles are on the road? Are the Government against mandatory AVAS systems in principle—most hon. Members here today, myself included, would not welcome that, but it would at least be a clear position to take issue with—or are they waiting for something to happen before they take a position on the EU regulation and its mandatory nature? If it is the latter, what is the Minister waiting for?

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

I apologise to the hon. Member for North Tyneside (Mrs Glindon) for not being here for the beginning of the debate, as I was detained elsewhere. I rise partly because I believe that I am the only Member who is an electric car driver. Does the hon. Gentleman agree that the Government will have to decide whether existing electric cars should be retrofitted with some form of device, so that all road users, particularly the blind, children and others identified in the debate, can be safe in the way that he is advocating?

[Richard Burden]

I am not sure that the hon. and learned Gentleman is the only electric car driver, but I do not want to get into an argument about that. He makes an important point about retrofitting, which raises various issues. In my judgment, it is important to regulate quiet vehicles across the piece, not simply new ones. I say to the Minister that the longer we delay regulating or giving clarity to motor manufacturers about fitting devices, the greater the problem of retrofitting further down the line. Will the Minister state clearly what the Government are waiting for?

Evidence from other countries has already shown that quiet vehicles pose real dangers to vulnerable road users, and that has led to action in Japan and the United States. Such evidence is patchy, but I hope that the Government are not waiting for more accidents, with more people being killed or injured, to provide conclusive evidence before they will act. Surely, there is now enough evidence to support other European Union member states and some British MEPs who are saying that now is the time to do something. We have opportunities to act in the negotiations next week and the discussions on the regulation on 5 December. The UK Government should not hold back or delay that process or wait for proof, the form of which is not clear; they should be at the forefront of promoting road safety and standing up for vulnerable road users, and they should respond to today’s very clear call from Members on both sides of the Chamber.

East Coast Main Line

Stephen Phillips Excerpts

Wednesday 5th June 2013 Westminster Hall

[Andy McDonald]

I thank my hon. Friend. He makes a valid point, and I hope to return to it.

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

rose—

[Andy McDonald]

If I can make some progress, I will come back to the hon. and learned Gentleman.

I have laid out reforms that it might be thought would cause disruption. In oral evidence to members of the Transport Committee on 24 April this year, the Minister made the following comment about punctuality on the east coast main line:

“If you look at the latest monthly figures for reliability and punctuality, it is the worst of the 19 franchises.”

Were that the whole story, it would be extremely concerning, but East Coast during the latter half of 2012 achieved the best train punctuality on the east coast franchise since records began in 1999. In recent months, some challenging external circumstances, such as the weather and overhead wire problems on the southern part of the route, affected performance, and East Coast is implementing a joint action plan with Network Rail to ensure that operational performance on the line returns to the record levels achieved in the autumn. The results the Minister cited are completely atypical. One has only to look at Network Rail’s moving annual average for punctuality, which puts the east coast main line in the top three of the seven long-distance franchises, to see that. The encouraging performance improvements in period 1 and to date in period 2 of this year are an early reflection of that collaboration with Network Rail. The latest available figures show that nine out of every 10 East Coast trains were on time, according to the industry’s public performance measure—up considerably on the previous quarter and up year on year.

--- Later in debate ---

[Martin Vickers]

The fact that there is one failure—whether in the private sector, the public sector or wherever—does not automatically indicate a flaw in the system. The hon. Member for Jarrow (Mr Hepburn) said that the change would be privatisation for privatisation’s sake, but the opposite is equally true: do we want nationalisation for nationalisation’s sake? That is certainly what Opposition Members seem to want.

In his opening remarks, the hon. Member for Middlesbrough referred to Northern Rail, but to compare it with East Coast is to compare apples with oranges—a regional operator with an inter-city one. Northern Rail provides a perfectly adequate service in my constituency, between Cleethorpes and Barton-on-Humber, but it does not serve such great metropolises as York, Darlington and Doncaster. The station at Thornton Abbey—in a beautiful, idyllic setting—actually serves two farms and an ancient ruin, and I think it had 13 passengers during 2009. East Coast is fine; it provides a perfectly adequate service, but it does not dash up and down between Newcastle and King’s Cross, so there is no comparison whatever.

I am happy to criticise East Coast when it makes mistakes, which it did when it redesigned its timetable last year.

[Stephen Phillips]

On the timetable, does my hon. Friend agree that although the increased frequency and number of trains is welcome, the lack of joined-up thinking between those trains and local ones has caused constituents real problems that East Coast needs to deal with? If the line is retendered, the Minister must ensure that that factor is included in the tendering process, as I hope my hon. Friend agrees.

[Martin Vickers]

I welcome that intervention by my hon. and learned Friend, who highlights a particular problem. My point is that the station in my home town of Cleethorpes has been removed from the timetable—because there is no through train to it, it is no longer shown as having a connecting service. I think that Middlesbrough was another destination that was removed from the timetable. Regrettably, despite my protests, East Coast did not correct that in its new summer timetable.

The Government show every sign of moving ahead with the new franchise to a good timetable, which I welcome. I hope that the company will put in place services that British Rail removed in 1991, namely the direct services from King’s Cross to Cleethorpes, which I know the Minister is keen to restore in the new timetable.

Speed Limits (Rural Lincolnshire)

Stephen Phillips Excerpts

Wednesday 9th January 2013 Commons Chamber

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

It is a great honour and a privilege to have tonight’s Adjournment debate and to raise an issue that I know is of great importance to many of my constituents—the issue of speed limits in rural Lincolnshire. The existence—[Interruption.]

[Madam Deputy Speaker (Dawn Primarolo)]

Order. Those Members who are leaving the Chamber should do so quickly and quietly so that we can hear the Adjournment debate.

[Stephen Phillips]

Thank you, Madam Deputy Speaker.

The existence of speed limits on our roads does a huge amount to reduce road deaths and accidents, and appropriate speed limits, particularly in residential areas, offer clear benefits in safety. As my hon. Friend the Minister will know, a vehicle travelling at 20 mph at the onset of an incident will stop in time to avoid a child who is running out three car-lengths in front, while the same vehicle travelling at 25 mph—only 5 mph faster—will still be travelling at 18 mph at the three-car-lengths marker. A pedestrian hit by a car travelling at 18 mph is likely to suffer at least serious injury, and at that speed the effect on a child is roughly the same as the effect of falling backwards out of a first-floor window. A pedestrian who is struck at 20 mph has a 97% chance of survival; at 30 mph the figure is 80%; and at 35 mph it falls to 50%. It is plainly not appropriate for low speed limits to operate on every road, even in residential areas, but, as those in communities throughout my constituency tell me repeatedly, the setting and enforcement of proper limits in areas where pedestrians are likely to be found are critical to survivability rates.

The Government’s responsibility in all this is to set national default speed limits for different types of roads, and the present policy recognises—as it should—that residential areas need lower limits. However, local authorities can set different speed limits on roads where local needs and considerations suggest that the default limit is not appropriate. Many people living in a number of villages in my constituency say that their local speed limits are too high, and that Lincolnshire county council will not listen to their representations and lower them.

The current Government guidelines clearly state that although 30 mph is the standard speed limit for urban areas, a 40 mph limit may be used where appropriate. Roads considered suitable for 40 mph limits are those that are regarded as higher-quality suburban roads, or roads on the outskirts of urban areas where there is little development. Roads considered suitable for 40 mph limits should be wider than a standard urban street, and should have parking and waiting restrictions in operation and buildings set back from the road. There should be enough space for people on bikes, on horses and on foot to be segregated from the traffic, and there should be adequate crossing places.

Those guidelines, however, are not always followed. For instance, they do not apply, or have not applied, in the village of Fulbeck in my constituency. Fulbeck is bisected by a section of A road with a 40 mph limit, which is inappropriate. The village amenities are on both sides of the road. There is, for example, a popular children’s playground on one side, while the majority of dwellings are on the other. Children and elderly people struggle to cross what is a very busy road with blind bends, which is used by many heavy goods vehicles. Even fit adult villagers feel that they are taking their lives in their hands when they try to cross the road, and motorists are too often misled in a manner that leads to traffic incidents. Only this week, we saw a car leave the road. It is plain to all that the existing 40 mph limit in Fulbeck is simply too high, but my efforts—and those of villagers—to have it reduced to 30 mph have been to no avail, despite Government guidance that that should be the standard speed limit in all villages.

[Guy Opperman (Hexham) (Con)]

I congratulate my hon. and learned Friend on securing a debate that is very important to Lincolnshire. As a result of my campaign in the Allendale road in Hexham, we reduced the speed limit outside a school to 20 mph. Is that not exactly the sort of campaign that the Government should be encouraging? Should not Government guidance strongly recommend the lowering of speed limits in the vicinity of primary schools in particular?

[Stephen Phillips]

My hon. Friend has made an important and valuable point. I am making general points about speed limits in villages, but there is a very good case for them to be even lower near schools. In parts of my constituency, there are 20 mph advisory speed limits. I think that those should be encouraged, and I hope the Minister will confirm that they will be.

The Government’s present guidelines also state that in exceptional circumstances—which must, by definition, be rare—a 50 mph limit may be used on higher-quality roads where there is little or no roadside development. Among the roads considered most suitable for that limit are primary distributors with segregated junctions and pedestrian facilities. They would usually be dual carriageway roads or bypasses that have become partially built up. Again, however—at least in Lincolnshire—many of my constituents feel that the guidelines are not being followed, and that there are 50 mph speed limits in residential areas where plainly they should not be.

One section of the B1188, which runs through Branston, is a good example. It carries in excess of 12,000 vehicles per day, more than many of the A roads that serve Lincoln. None the less, there is a 50 mph limit, despite the existence of a double bend with limited visibility and access to farmyards and residential properties on it. The combined cycle and pedestrian path on this stretch is narrow and in poor condition, and, in the vicinity of the double bend, it is adjacent to the carriageway, with no kerb or verge to protect users. Indeed, it is in such poor condition that many cyclists prefer to use the road, further increasing the risk of collision.

A 50 mph limit is also in place through West Willoughby, a small village on a main A road in my constituency, where the road has a blind bend with private and farm entrances, a bus stop in each direction, and a post box on one side only. There is also a blind summit just outside the village, which considerably restricts the view of drivers both travelling on the main road and trying to turn out on to it. Slow and large farm vehicles are of course a particular hazard in that area.

In both those cases, there has been no reduction in speed limits in accordance with the Government’s guidelines, despite strong urging from me and the communities affected. In those cases, as in that of Fulbeck, I would like the Minister to undertake to come to the communities concerned and to look at the situation with me and do all he can to persuade the county council to follow the guidance his Department has given.

I have already mentioned the fact—and it is a fact—that Government guidelines are clear that a village should have a 30 mph speed limit. The present policy in Lincolnshire simply does not allow for that, and instead counter-intuitively insists that a mean speed calculation be used to set the limit. In effect, speed limits are endorsing what are often dangerous speeds through residential village areas.

In the case of West Willoughby a mean speed calculation meant a reduction from the national speed limit to 50 mph, but anyone who has been through the village will know that that is still too fast for sight stopping distances on the blind bend. Current policy in Lincolnshire does not allow that to be taken into account, however. Indeed, so defective is the policy in its present formulation that it removes the possibility of any discretionary decisions by highways officers, meaning that obvious dangers cannot be considered when they clearly should be.

The mean speed method of establishing limits is ridiculous. In the course of calculating the mean speed, a recording of vehicle speeds is taken for a week, but that includes the speeds of drivers breaking the limit. Figures provided by Lincolnshire county council from one recording in West Willoughby gave an average of 800 vehicles a day exceeding the national speed limit of 60 mph, with 70 of them exceeding 70 mph. The mean speed is therefore pushed up by those breaking the law, and if that is used to set speed limits, that is clearly potty. If Government guidelines are to suggest the use of mean speeds for calculating speed limits, the methodology should be associated with rural open roads alone, not those passing through villages. I hope the Minister will tell me that he will make that clear to the county council.

In October 2011, I joined local campaigners from Fulbeck and West Willoughby in meeting my hon. Friend the Member for Hemel Hempstead (Mike Penning), who was then the responsible Minister in the Department for Transport. He agreed with us that no effective response has been made to local concerns for years and that action was needed. What is needed now is for the current Minister to get involved directly. I hope he will be able to tell me this evening that that is what he proposes to do.

I accept that there are particular circumstances associated with the county in which I make my home, namely the lack of trunk roads and the high number of small villages scattered in ribbon developments. That necessarily means that efficiency will dictate higher speed limits on open roads than might be the case in urban settings, but to suggest that it should dictate the same in village situations is to run the risk that the safety of my constituents will be trumped by the need to keep traffic moving between major population centres, which I could not accept.

I know that the Government are undertaking a general review of their guidelines to local authorities on local speed limits. I therefore want the Minister to tell me that he will listen to the points made by me and my constituents, and that if common sense based on guidance issued by his Department is ignored, as is too often the case at present, he will act to make the guidance on village speed limits binding. Only then will I feel that I have done what I can to ensure the safety on Lincolnshire’s roads of those whom I was sent to this House to represent.

Cost of Living

Stephen Phillips Excerpts

Wednesday 16th May 2012 Commons Chamber

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

It is an enormous privilege to have the opportunity to contribute to the debate on the Queen’s Speech, and in particular to speak today about the cost of living, which I think is the subject that touches the constituents of every Member most closely. It is a subject that resonates especially in rural areas such as the one that I represent, because for us the cost of living differs in so many respects from the cost of living for those who live in urban areas. One of the reasons for that is associated with the cost of fuel, and the cost of filling our cars at the pumps.

For those who live in my constituency and in other rural parts of England and the rest of the United Kingdom, having a car is not a luxury but an absolute necessity. The car is the thing in which people drive their kids to school in the morning, it is the thing that they need in order to get to work, it is the thing that they must have in order to do their shopping, and it is the thing that gets them to the doctor and the dentist. For my constituents, journeys that can be made on public transport in London and other metropolitan areas must be made by car, and are quite often lengthy.

[Angela Smith (Penistone and Stocksbridge) (Lab)]

Will the hon. Gentleman give way?

[Stephen Phillips]

I am only just beginning my speech, but I will be kind and give way to the hon. Lady.

[Angela Smith]

When the hon. Gentleman talks of metropolitan areas, he should recognise that they include areas such as South Yorkshire. Two thirds of Barnsley is rural, but it is also a metropolitan area. The issues to which the hon. Gentleman refers apply in many metropolitan as well as rural areas.

[Stephen Phillips]

They certainly apply in such areas to some extent. I do not dissent from that proposition. However, the hon. Lady needs to know the direction in which I am going. Because our constituents—including hers—are so affected by this issue, it is an issue on which the Government should take what action they can take. We are debating the cost of living, and one of the principal costs for those who live in the rural areas in her constituency and in rural areas such as the ones that I represent is the cost of fuel. The Government have tackled that. My right hon. Friend the Chancellor has scrapped £4 billion in duty increases that were planned by the last Government. The Opposition do not like to hear this, but the truth is that the price of petrol at the pumps is 10p a litre cheaper than it would have been if the Labour party had won the last election.

Is there more that could be done to deal with the cost of living? Of course, but Opposition Members also need to remember the huge debt bill—£120 million a day—with which the country has been left. If we were not paying that bill, my right hon. Friend the Chancellor and the other Treasury Ministers would have far more scope to tackle this and other aspects of the cost of living. We have heard Opposition Members criticise the Government today, but they need to remember who was responsible for getting this country into the mess in which we find ourselves.

[Phil Wilson]

I remind the hon. Gentleman that we are in a double-dip recession, and that when we left power, growth was increasing and unemployment was coming down. Until 2008, before the crisis, the Tories were supporting our public expenditure plans pound for pound.

[Stephen Phillips]

The hon. Gentleman and his Opposition colleagues are very keen on saying that this double-dip recession is a recession made in Downing street, and they are absolutely right—it was made in No. 11 Downing street under the last Government, and then made in No. 10 when the previous Prime Minister finally made his transition from No. 11. The truth of the matter is that we need not only an apology but a bit of humility from the Opposition. It is they who got us into this mess.

I would desperately like to see more action on the cost of living, and specifically fuel pricing, from this Government, but I know, as I have had to tell many of my constituents, that it is simply not possible because of the mess with which we have been left.

That is the first aspect of the cost of living that principally affects my constituents, but there are of course others, including the other great cost associated with ordinary living: energy. The Government have taken action on this through their agreement with the suppliers, as we know, but again there is more that can be done. I am enormously heartened by not only the measures the Government have taken, but those in the Queen’s Speech that will be brought before the House in due course. The truth is that we face a great problem with energy security and the cost of energy as the developing countries across the world become richer. We need to reduce the reliance on fossil fuels that we have had for the last 50 years.

However, there is a related issue that affects constituencies such as mine and that of my hon. Friend the Member for Rossendale and Darwen (Jake Berry), who spoke earlier: the impact of onshore wind power on rural areas. He may have 30 planning applications outstanding for wind turbines in his constituency; I suspect I have a similar number. The great problem with onshore wind, which the Government will have to grapple with, is that it seems universally to attract no support whatsoever from the communities where the siting of such wind farms is proposed. Some of these very large structures—including in my own constituency—over-top the spire of Lincoln cathedral to a considerable degree. These things are generally not wanted and are uneconomic, to the extent that the subsidy is removed.

The Government will have to look at this issue. Yes, man-made climate change is important, and this generation will have to grapple with it if we are going to live responsibly and hand a decent United Kingdom to our children. However, the problem the Government face—notwithstanding the Localism Act 2011 and everything that was done in the last Session—is that there is no national framework within which wind power is planned. I want to hear from Ministers that that will shift, either in this Session or in other Sessions during the remainder of this Parliament.

The third issue I want to talk about is the cost of food. Government and Opposition Members have spoken about the Government’s plans for a grocery adjudicator. Those who farm in my constituency have too often seen the power of the supermarkets bearing down to such a degree that they have effectively been unable to make a living. That is certainly true of dairy farmers in my constituency, many of whom went out of business long before I became the Member of Parliament. Many farmers in my constituency and other areas of the United Kingdom have been struggling for a number of years. That is why the grocery adjudicator is so important. It is important that we sustain our farming industry in this country, so that we can ensure not only a decent living for our farmers, but future food security. That form of food security will, ultimately, feed through the supply chain and ensure reasonable prices for our constituents. So that is another important aspect of this Queen’s Speech. It is not, as one Opposition Member said, a ragtag Queen’s Speech or a Queen’s Speech full of a ragtag of Bills; it is a Queen’s Speech full of measures that are important to take during this Session and this Parliament to try to rectify some of the damage done to our country between 1997 and 2010.

In today’s debate on the Queen’s Speech we are principally concerned with the cost of living, and I had wished to make contributions on other days on other of the topics that have been debated. I would not wish to find myself ruled out of order, so I shall confine myself to saying that the Government took some brave decisions in the previous Session on foreign policy, and the manner in which the United Kingdom has conducted itself overseas and sought to ensure that democracy is fostered and grows throughout not only the middle east, but the remainder of the world. However, other conflicts that do not find their way into the newspapers and in which civilians are dying are taking place all over the world today. One such conflict is occurring on the borders of South Sudan. I hope that the Minister answering for the Government in this debate will convey my concerns about that and about what is happening in the other areas where humanitarian disasters are occurring, which I know other Government Members and doubtless some Opposition Members share, to my right hon. Friend the Foreign Secretary, notwithstanding the fact that I failed to find my place in yesterday’s debate.

[Several hon. Members]

rose—