The Olympic Route Network

Theresa Villiers Excerpts

Monday 11th July 2011 Written Statements

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

The Olympic Route Network Designation (Amendment) Order 2011 has today been laid before Parliament. The order comes into force on 8 August.

This order, made by the Olympic Delivery Authority following a three-month public consultation, makes a number of changes to the roads originally designated in a June 2009 order as forming the Olympic route network (ORN). The ORN is a set of roads that will be used during the 2012 London Olympic and Paralympic games to provide safe and reliable transport for athletes, officials, the media and marketing partners (together the “games family”) between sporting and non-sporting venues.

The amendments set out in the order comprise both additions to and removals from the designated roads, and add a net 1.3% to the length of the ORN. The changes reflect the work carried out by the ODA and its delivery partners since the initial designation on the plans for implementing the ORN and for the games more widely—particularly on the movement of vehicles carrying members of the games family on the approaches to the competition venues. The changes aim to secure more effectively safe and reliable transport for the games family and reduce the impacts of ORN operations on normal business. They reflect ODA’s careful consideration of the 43 responses received to the consultation exercise on proposed changes carried out last year.

Staging the games presents a significant challenge to our transport systems. The ORN remains a key part of our plans to ensure successful transport at the games, for those participating, for spectators, and for those going about their normal business. We remain committed to implementing temporary, tailored and proportionate measures on the ORN that meet the games’ needs while minimising the impacts on others. Extensive local engagement by the ODA and Transport for London on the detailed plans for implementing the ORN, taking account of the changes set out in this order, is now under way.

A full report on the ODA’s consultation exercise and maps showing the revised ORN will be available on the ODA’s website at www.london2012.com/orn. The ODA will also be writing to all respondents to the consultation exercise to inform them that the order has been laid.

Oral Answers to Questions

Theresa Villiers Excerpts

Thursday 23rd June 2011 Commons Chamber

[Neil Carmichael (Stroud) (Con)]

4. When he expects the Swindon to Kemble railway redoubling project to commence.

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

Network Rail has commenced design work, and I expect implementation to start in 2012-13, with completion by 2014-15 ahead of electrification works on the Great Western main line in 2016-17.

[Neil Carmichael]

Does the Minister agree that this is an example of intelligent investment to promote economic growth? It will be great news for Gloucestershire, and stands in complete contrast to the failure of the last Labour Government to provide any support of this kind to the railway system.

[Mrs Villiers]

I am grateful to my hon. Friend for his question. He and many of his colleagues in the House have fought a hard campaign for redoubling, and I am delighted that the coalition can deliver that. In addition, the introduction of intercity express programme trains should lead to reductions in journey times and to frequent services, which will benefit the economy in his constituency and surrounding areas.

[Mr Robert Buckland (South Swindon) (Con)]

My right hon. Friend will know that local businesses, local MPs—including me—and the local authority in Swindon would like to see the development of a branch station on the Kemble line at Sparcells. What advice and encouragement can she give to me and to local agencies on the development of that station?

[Mrs Villiers]

My hon. Friend has also fought a hard campaign to improve rail services in his area. My advice in respect of that project would be to continue to engage closely with the local authority, which has the leading role in taking forward and funding such projects, and to engage closely with Network Rail and the train operator to see what might be logistically feasible to consider in the future.

[Nic Dakin (Scunthorpe) (Lab)]

5. What progress has been made on the review of toll charges on the Humber bridge.

--- Later in debate ---

[Emily Thornberry (Islington South and Finsbury) (Lab)]

7. What steps his Department is taking to ensure that the Crossrail programme provides adequate toilet facilities at stations and on its rolling stock.

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

Provision of adequate and accessible facilities is an important consideration for many passengers. The majority of Crossrail stations will have toilet facilities. Since this will be a high frequency metro service, with most passengers travelling relatively short distances, we have no current plans to provide toilets on Crossrail trains.

[Emily Thornberry]

Crossrail is currently building a huge new station at Farringdon, which we welcome. However, will the Minister join me in urging Crossrail to build some toilets at Farringdon station? As Councillor Charalambous so eloquently put it:

“They are causing years of inconvenience to local residents and businesses—this is the least they can do. At the end of the day,”

men

“piss against everything around here—inevitably they’ll be pissing in their stations and they won’t like it.”

[Mrs Villiers]

I am sure the hon. Lady will be aware that the redevelopment of Farringdon station involves Crossrail and Thameslink. It is going to be an exceptionally busy and important station after that and there will be toilet facilities. It is intended that those facilities will be provided in the London underground aspect as part of the Thameslink upgrade, so Crossrail passengers are likely to have access to facilities nearby as part of the London underground upgrade.

[Nigel Mills (Amber Valley) (Con)]

When it comes to providing toilets, and indeed the whole rolling stock, will the Minister assure me that there will be a level playing field so that there is a fair chance that rolling stock can be constructed in Derby in the UK, rather than in Germany as in the announcement last week?

[Mrs Villiers]

It is vitally important that all procurement processes are entirely fair to suppliers, including Bombardier.

[Kevin Brennan (Cardiff West) (Lab)]

8. What proportion of its stake in NATS Ltd the Government plan to sell; and if he will make a statement.

--- Later in debate ---

[Katy Clark (North Ayrshire and Arran) (Lab)]

11. What recent assessment he has made of the effects on household budgets of changes in rail fares.

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

A distributional analysis of the impact of rail fare increases was conducted during the spending review and used to inform Department for Transport and Treasury decisions on spending review outcomes.

[Katy Clark]

I thank the Minister for that answer. Is she aware of research by Passenger Focus that shows that people who buy their tickets from ticket machines pay far more expensive fares than if they used one of the staffed ticket offices? The McNulty report calls for the closure of half of all our staffed railway offices. Will she decide to reject those proposals to ensure, among many other reasons, that people get the cheapest fares they can?

[Mrs Villiers]

The industry needs to do a lot better on its ticket machines and to ensure that passengers are properly informed about the ticket choices available. We will continue to challenge the industry to do that through our fares review and the White Paper on the future of the rail industry which we intend to publish in November.

[Andrew Gwynne (Denton and Reddish) (Lab)]

Given the Government’s decision to increase rail fares by 3% above inflation for each of the next three years, many commuters will have to spend a fifth of their household income—more than their mortgage or rent—just to get to work. Incidentally, that would be equivalent to the Minister of State having to pay almost £20,000 a year. Instead of asking commuters to plug the hole caused by the transport budget being cut too far and too fast, will she think again?

[Mrs Villiers]

We faced the largest peacetime deficit that we have ever faced. To continue with the biggest programme of rail upgrades in modern history, we unfortunately must ask passengers to make a contribution. The blame lies fairly and squarely with the previous Government for leaving us with a deficit and letting the cost of the railways spiral out of control.

[Elizabeth Truss (South West Norfolk) (Con)]

12. What assessment his Department has made of the potential benefit to the economy of upgrading the railway line between Cambridge and King’s Lynn.

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

Our current plans envisage that passengers on the fen line could benefit from new intercity express trains from 2018. That would offer improved passenger accommodation and a shorter journey time to London, subject to a satisfactory outcome to contractual negotiations with Agility Trains and timetabling arrangements that will be finalised with the future franchisee.

[Elizabeth Truss]

With the area’s economic growth and the fact that passenger numbers between Downham Market and Cambridge have increased by 150% in the past 10 years, does the Minister agree that expanding the fen line northwards should be a key consideration in Network Rail’s next phased upgrade?

[Mrs Villiers]

My hon. Friend has campaigned strongly to improve services on the fen line. I pay tribute to her and the other local MPs who take this seriously. She is absolutely right that passenger numbers have been increasing. This has been a real success story. I would certainly encourage her and her constituents to engage with Network Rail, as it looks to the next railway control period to see what infrastructure improvements might be deliverable within affordability constraints.

[Jo Swinson (East Dunbartonshire) (LD)]

14. What steps he is taking to encourage take-up of low-carbon vehicles.

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[Gavin Barwell (Croydon Central) (Con)]

17. Whether he plans to bring forward proposals to prevent unplanned industrial action on London Underground.

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

Existing legislation requires trade unions contemplating industrial action to ballot their membership and give due notice to the employer. The Government encourage both London Underground and the trade unions representing its employees to resolve disputes as quickly as possible through negotiation.

[Gavin Barwell]

Given the huge disruption that strikes on the underground cause for my constituents and for London’s economy, is it not about time that there was a no-strike agreement on this vital public service, preferably negotiated with the union, but failing that through Government legislation?

[Mrs Villiers]

Of course, I am well aware of the Mayor’s ambitions to get a no-strike agreement, which I think would be very positive if he could negotiate it with the unions. With regard to changing strike law, the Government are not rushing to any kind of confrontation with the unions, but Mr Crow and his colleagues at the RMT must recognise that the more irresponsibly they behave, holding London to ransom, the more they strengthen the argument of those who want a change in strike law.

[Kate Green (Stretford and Urmston) (Lab)]

T1. If he will make a statement on his departmental responsibilities.

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[Mrs Helen Grant (Maidstone and The Weald) (Con)]

T4. Will the Minister meet me to discuss performance issues on the Medway valley line, which runs through my constituency?

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

I would be entirely happy to do that. It is important that all rail passengers have access to reliable services. The Under-Secretary of State for Transport, my hon. Friend the Member for Lewes (Norman Baker) and I are very focused on that issue and would be happy to meet my hon. Friend.

[Margaret Beckett (Derby South) (Lab)]

Is the Secretary of State aware that words such as “rebalancing our economy to promote private sector jobs and skilled manufacturing” ring very hollow in Derby, where 3,000 such jobs are now at risk as a result of a decision to build Thameslink trains in Germany? I understand that the Government reviewed and reconfirmed the contract after the election, but I understand also that the Secretary of State still has the power to call in the process and to invite the bidders to re-tender. Can he confirm that he will now do so?

--- Later in debate ---

[Mrs Villiers]

The issue of a short franchise will not have an impact one way or another on those decisions, so I can give my hon. Friend an assurance on that. I cannot guarantee that future franchises will necessarily reintroduce through services, so it will be very important, with him, to work with bidders for the next franchise to find out what they consider viable and commercially viable. I can assure him, however, that the Government’s commitment to delivering the Beccles loop will provide more frequent services and, I hope, a significant economic benefit to his constituents.

[Heidi Alexander (Lewisham East) (Lab)]

Commuters in Lewisham repeatedly express to me their anger about having to pay ever increasing rail fares for ever more overcrowded train services. What discussions has the Minister had recently with the Mayor of London to impress on him that train services are as important, if not more so, than his beloved bikes?

[Mrs Villiers]

I can assure the hon. Lady that this Government are placing a high priority on tackling overcrowding on our railways. In more or less every spending squeeze there has ever been, the first thing that gets axed is transport upgrade projects. We have committed significant funds to the Mayor of London to upgrade London’s transport systems, and we are committing significant funds across the rest of the country to support investment in our railways to relieve overcrowding. It is a high priority for us and for the Mayor.

[Gordon Henderson (Sittingbourne and Sheppey) (Con)]

T8. What steps is my right hon. Friend taking to mitigate the effects of foreign hauliers who use their advantage of being able to buy fuel more cheaply on the continent to undercut British companies?

--- Later in debate ---

[Mrs Villiers]

I am very much aware of the potential benefits of that project in helping to regenerate an area that is heavily dependent on public sector jobs. For precisely those reasons, it would be an impressive candidate for funding from the regional growth fund. I understand that the local authorities are working on that at the moment. I pay tribute to the work done by those in Burnley and on Lancashire county council on getting the project moving. My officials stand ready, and are indeed working with the local authorities, to see how we might be able to help to take things forward. This is primarily a local matter, but there is the real prospect of a successful RGF bid.

[Kelvin Hopkins (Luton North) (Lab)]

Eddington identified congestion as a major and growing cost to the economy. Across Europe, towns and cities have light rail systems, which alleviate congestion. When are the Government going to put real political will and resource behind developing light rail systems across Britain?

Air Travel Organisers' Licensing (ATOL) (Consultation)

Theresa Villiers Excerpts

Thursday 23rd June 2011 Written Statements

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

I am pleased to announce that a consultation on reforming the air travel organisers’ licensing (ATOL) scheme is being published today.

Since its inception some 40 years ago, the ATOL scheme has successfully protected many millions of consumers on flight-inclusive package holidays against the insolvency of their travel company. However, the travel trade and holiday market has seen significant change and diversification in recent years. There are now many holidays available which look like packages but do not fall under the legal definition and so are not protected under the ATOL scheme.

There is a strong case for reforming the scheme to better reflect today’s holiday market so that consumers can be clear when their holiday is protected, allowing them to understand and use their legal rights. In addition, the scheme has operated with a deficit for some years and is supported by taxpayers through a Government guarantee. The reforms should put the ATOL scheme on the path to financial self-sustainability, with a view to ending the need for taxpayer support.

The consultation document sets out the details of the “in principle” decisions I announced on 3 February, Official Report, columns 56-57WS. These were:

Extending the ATOL scheme to flight-plus holidays comprising a flight and other component bought within two successive days;

That everyone booking a ATOL protected package holiday or flight-plus will get a recognisable “ATOL certificate” confirming their rights under the scheme for refunds and repatriation should their travel company fail;

Helping ensure that “agent for the consumer” businesses arranging holidays are fully aware of their legal responsibilities to consumers.

It contains the draft secondary legislation needed to implement the first two measures.

This is an important first step towards reforming the ATOL scheme. These reforms will address a major area of uncertainty for consumers when buying holidays from tour operators and travel agents. The additional ATOL protection contributions at £2.50 per booking should help the scheme become financially self-sustaining within three years.

Importantly, the reforms pave the way for further potential change to the ATOL scheme in the medium to longer-term. Once the scheme’s deficit has been paid off and the guarantee withdrawn, there is an opportunity to consider how funding repatriations and refunds might best be arranged in today’s market. The consultation seeks initial views on this, to inform more detailed work to be undertaken by the Civil Aviation Authority later in the year and into 2012.

The consultation also asks stakeholders about bringing holiday sales by airlines and those arranged on an “agent for the consumer” basis into the scheme. These would require new primary legislation. The Bill to reform airport economic regulation could provide a vehicle to make the necessary changes if the Government decide to go ahead with these further reforms. Decisions on reforms needing new primary legislation are planned for the autumn and may also need to take account of work under way by the European Commission on the future of the package travel directive.

The consultation closes on 15 September 2011. My aim is to announce decisions in the autumn on the way forward on the reforms dependent on new secondary legislation. Subject to consultation responses, the intention is for the reforms to come into effect on 1 January 2012, so consumers have the benefit of the additional protection from their summer 2012 holidays.

Copies of the consultation document are available from the Department’s website, www.dft.gov.uk.

Thameslink Rolling Stock

Theresa Villiers Excerpts

Thursday 16th June 2011 Written Statements

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

The Department for Transport is today announcing the identity of the preferred bidder for the new fleet of trains required for the Thameslink programme. This represents a significant milestone in the delivery of this crucial rail upgrade project.

The £6 billion Thameslink programme includes major improvements to central London stations such as Blackfriars, Farringdon and London Bridge and will generate significant benefits for passengers. It will make travelling across London and the south-east faster, easier and more reliable and will reduce crowding on some of the busiest sections of London’s transport network. It will see the introduction of a new generation of electric commuter trains operating with metro-style frequency at up to 24 trains per hour through the central section during the morning and evening peaks.

This new fleet of trains comprises some 1,200 carriages. By the end of 2018, this will almost double the capacity of Thameslink’s core central London section in the peak periods. It is a major part of the Government’s commitment to introduce an additional 2,100 carriages on to the rail network by 2019, as announced in November of last year. The new Thameslink fleet is expected to release existing carriages for use elsewhere on the network, particularly as further routes are electrified, for example in the north-west of England and the Thames Valley commuter lines.

The competition to supply trains and maintenance services for the Thameslink programme was designed and launched under the previous Administration in 2008, in accordance with EU procurement procedures. In October 2009 the previous Government announced that the two remaining short-listed bidders were Siemens Plc with Cross London Trains (XLT) and Bombardier Transportation UK Ltd with VeloCity. Since then, a great deal of work has been undertaken by the Department with both bidders to refine proposals and to secure best and final bids.

Following the completion of the process, I can announce today that the preferred bidder for the supply of the new Thameslink trains will be Siemens Plc with Cross London Trains (XLT)—a special purpose company comprising of Siemens Project Ventures GmbH, Innisfree Ltd and 3i Infrastructure Plc.

The Siemens-led venture will deliver the first new train on to the network by the start of 2015, with the order complete by the middle of 2017. The new trains will offer a step change in passenger experience, with greater passenger carrying capacity, improved passenger communication and easier access for passengers with specific mobility needs. They will also deliver high-levels of reliability with the owner and manufacturer of the trains liable for financial penalties if the trains do not perform.

The choice of Siemens Plc with Cross London Trains (XLT) as preferred bidder represents the best value for money for taxpayers. Siemens is today confirming that this announcement will create up to 2,000 new jobs in their UK operations and across the UK supply chain in train component manufacturing, with a particular focus in the North-East of England, and in the construction of the depots and subsequent maintenance of the new fleet of trains.

These jobs are additional to those created by the Thameslink infrastructure works which are currently underway. At the peak of construction activity—during the reconstruction of London Bridge station from 2013 to 2018—we expect around 3,000 people to be directly employed on the Thameslink infrastructure works as a whole, with as many again employed in related jobs in the wider community. Taking account of other investments in rail announced by this Government, including Crossrail and the Inter City Express programme, the total peak construction employment rises to around 17,000 people.

In order to maintain momentum on the Thameslink programme, it is important that discussions with Siemens Plc and Cross London Trains move forward quickly to enable financial close to occur as soon as practicable. That is, of course, subject to the Government being satisfied that the proposal continues to offer value-for-money as the commercial discussions are concluded.

The alternative bidder, Bombardier Transportation UK Ltd with VeloCity—a special purpose company comprising Bombardier Transportation (Holdings) UK Ltd, RREEF Ltd, Serco Holdings Ltd, Amber Infrastructure Group Ltd and SMBC Leasing (UK) Ltd—also presented an attractive proposal and it is our intention to retain them as the reserve bidder.

This announcement of the preferred bidder for these new trains marks further progress in the delivery of the Thameslink programme, and reinforces the Government’s commitment to upgrading the capacity, quality and reliability of our transport infrastructure and ensuring high value for money for the taxpayer in delivering major rail projects.

Eyesight Tests (Drivers)

Theresa Villiers Excerpts

Wednesday 15th June 2011 Westminster Hall

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

It is a pleasure to serve under your chairmanship, Mr Streeter. I congratulate the hon. Member for Sheffield, Heeley (Meg Munn) on securing this debate, on her speech today, and on her long-standing work on this important issue. It is a welcome opportunity to highlight the crucial point that those with defective eyesight that does not meet the required standards should not drive on our roads.

I want to put on record my sincere condolences for the hon. Lady’s constituent, Joy Barnes, on the tragic death of her niece, Fiona Buckley, in the incident that the hon. Lady described. The case was tragic, and I offer my sympathies to Fiona’s family and friends for their loss.

In responding to the issues raised by the hon. Lady, it may help if I reiterate and clarify the current arrangements for renewing the entitlement to drive. Most drivers do not need to renew that entitlement until the age of 70. They must then renew every three years for as long as they remain fit to drive. Someone at the age of 70 could be fitter, more alert and more active than some individuals who are younger, which is why licensing decisions are based on health rather than age. Although age is not always a reliable indicator of an individual’s physical and mental health, it is widely accepted that health can deteriorate in old age in ways that may affect the ability to drive safely.

When renewing their entitlement to drive, drivers must, as the hon. Lady said, complete a self-declaration affirming their ability to read a number plate from 20 metres away. They must also confirm that they do not have any medical condition that affects their ability to drive safely. That allows attention to be focused on those individuals who declare that they have a medical condition, those who have been found to have one, and those who need some sort of investigation to determine whether they can retain their licence to drive. Those detailed investigations into medical fitness to drive may include the collection of information from the driver and their doctor, a physical examination or a driving assessment.

The hon. Lady expressed concern about drivers who do not tell DVLA that they can no longer meet the level of fitness, including eyesight, needed for driving. One may speculate that that is because they worry about the impact of losing their licence, or because a medical condition makes them unaware of the implications of their failing health. That is why DVLA accepts notifications from third parties, and that is an important element of the enforcement process. Around 8,000 notifications of concern received from doctors, police and family members are investigated each year. Guidelines produced by the General Medical Council for doctors confirm that they are justified in telling DVLA about a patient who fails to stop driving following medical advice to do so. Similar guidelines have been produced by the College of Optometrists for its members.

DVLA forms and literature remind drivers of the ongoing requirement to meet the eyesight standard, and specifies that failure to meet the standard is an offence. Whenever DVLA contacts drivers, consideration is given to whether it is possible to highlight the continuing obligation to notify the DVLA of defective eyesight and appropriate medical conditions. We also seek to give information to drivers about the conditions that they must tell DVLA about relating to field of vision. That is an important part of the enforcement process. Directgov has an A-Z of medical conditions to help drivers to decide whether they need to tell DVLA of any aspect of their health. Detailed guidelines for doctors are also available to help them to advise their patients on medical notification requirements.

The Government’s view is that the current arrangements strike the right balance between road safety and personal mobility. There is not sufficient evidence to suggest that a more burdensome and costly regime would have a significantly positive effect on road safety. The majority of older people continue to drive safely, and to retain insight into their ability to do so.

[Meg Munn]

I understand what the Minister is saying about conditions, and being able to look things up, which is fine if someone knows that they have a problem, or someone has suggested that their sight is deteriorating, for example, but much of the evidence is that people simply do not know. Providing information does not help them, and unless they have a test they may not know that they are suffering a problem.

[Mrs Villiers]

As I said, whenever possible, the communications that DVLA sends to drivers refer to those conditions to alert them to the continuing need to ensure that they can pass the 20 metres test. One of the benefits of that test is that it is simple, and people can do it if they walk outside this building. We seek in those ways to alert people to the importance of doing that test regularly. On the whole, older people make sensible decisions about when and how they drive, and some older drivers voluntarily engage with local services to improve their driving skills and get independent advice.

The hon. Lady made a number of points about the effectiveness of the number plate test as a way of testing vision. As she said, the standard of vision required for safe driving requires someone to read a number plate at a distance of 20 metres. For people with visual field problems, other specific standards have to be met. All drivers are required by law to meet the appropriate eyesight standard at all times while driving. If they are unable to read a number plate, even if that is only because they failed to wear the appropriate prescribed glasses or lenses, they are committing an offence. Driving licence applicants must declare that they are able to read a number plate to obtain a licence. They will be asked to prove their ability to do that to their driving instructor during the practical driving test.

I assure the hon. Lady that we comply with EU directives on the visual field. The number plate test is not expected to test the visual field. A visual field problem is caused by an underlying medical condition, and those with such conditions are required by law to notify the DVLA, which has long-standing procedures in place to assess whether the minimum visual field requirements are met. Those requirements include referral to an optometrist for a specialist examination and report. The Government believe that the number plate test is an effective screening tool. Its use as a means of assessing whether a driver meets the required eyesight standard has been subject to departmental and Scientific Advisory Committee scrutiny, and it has stood the test of time.

The hon. Lady referred to a consultation document that was issued in relation to a possible revision of health standards for driving. That consultation looked at whether, instead of maintaining our current higher standard, the UK standard should be brought into line with the minimum required by the European Union. No decision has yet been made, but if it were proposed to align our standard with the minimum standard required by the EU, the distance over which someone is required to read a number plate would be reduced. Responses to the consultation are being analysed; some issues need further consideration and that is under way at the moment. It is important that any proposed changes are evaluated fully and that appropriate consideration is given to their potential impact. The points raised by the hon. Lady this afternoon will no doubt feed into the process of reaching an ultimate decision. Once an evaluation of the consultation responses is complete, the Government will take an informed decision on how to proceed and issue a formal response to the consultation.

In the meantime, there is much to be said in support of the current system. The number plate test is a simple and functional assessment of vision that can be easily carried out in the driving environment and reproduced regularly by an individual, as opposed to a periodic appointment with an optician. Although it is largely a test of visual acuity, to some extent it can test glare and contrast sensitivity. It provides a good indication that the licence holder meets—and continues to meet—the required visual acuity standards for driving. The test is easily reproduced at Driving Standards Agency test centres by examiners, and at the roadside by the police.

At a modest estimate of £20 per test, it would cost more than £20 million each year if an optician’s certificate or eyesight test were required by the 1 million motorists who apply for their first driving licence. If such a test were compulsory for each of the 2.5 million motorists who renew their driving licence each year because their photograph is 10 years old, it would cost more than £50 million a year.

[Meg Munn]

The Minister is generous in giving way again. Given the cost of motoring, the figures she mentions are tiny amounts of money compared with what people spend on learning to drive. Does she understand how complacent she sounds, and how angry my constituent will be at her response? Given her inability to offer any comfort to my constituent, will the Minister take on board the need to do a great deal more to raise awareness of this issue?

[Mrs Villiers]

I completely refute the allegation of complacency. The Government are very focused and place high priority on road safety. We are determined to continue the UK’s good record on road safety, but we believe that the current arrangements are an effective means of maintaining safety on our roads. We must take into account the costs of what the hon. Lady proposes. Household budgets are stretched at the moment and it is tough for people to add to those budgets commitments of this kind. If each of the 1.5 million motorists who renew their driving licence at the age of 70 were required to undergo such a test, that would cost a further £30 million each year—a significant sum of money. As all drivers over 70 are entitled to a free eyesight test, that additional burden and cost would fall on the Department of Health and the devolved Administrations. Added to that is the caution that, while an optician’s certificate, or equivalent, might provide assurance that someone has had their eyes tested, it would not guarantee that they could meet the current eyesight standard while driving, or that they used their prescribed glasses or corrective lenses. The optician’s test does not provide all the answers.

In conclusion, the Government are confident that current arrangements are effective and working well. The UK has one of the safest road networks in the world and I am afraid that we simply cannot justify the cost that indiscriminate, mandatory eyesight screening would impose on individuals, the Government and the devolved Administrations. Furthermore, there is little evidence to suggest that compulsory formal eyesight tests would have any marked positive effect on road safety.

The coalition Government take road safety seriously and are determined to maintain and improve the country’s long-standing and strong record. Any road death caused by defective vision is an avoidable and unnecessary tragedy, and all of us who use UK highways must take personal responsibility for ensuring that we have an appropriate level of vision for driving. I take the opportunity to place on the record how important it is that all drivers, regardless of age, do not simply wait for their next eye appointment, but check regularly that they can read a number plate from a distance of 20 metres. That simple test can alert individuals to a deterioration in their vision that they may not have noticed, and to the need to make an appointment to see their optician. The number plate test is saving lives on our roads. It is an effective test in which the Government continue to have confidence.

No. 32 (The Royal) Squadron

Theresa Villiers Excerpts

Thursday 9th June 2011 Written Statements

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

As the House will be aware, work was carried out by the royal household in 2008 to consider the option for procuring a small aircraft for official travel within the UK. This work concluded that such an acquisition could not at that time be justified on the grounds of value-for-money.

The royal household therefore continue to make use of chartered air services and the scheduled market and, where irreducible spare capacity exists, will continue to make use of No. 32 (The Royal) Squadron.

Night Flights (Heathrow)

Theresa Villiers Excerpts

Tuesday 24th May 2011 Westminster Hall

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

It is a pleasure to serve under your chairmanship today, Mr Hollobone. I congratulate my hon. Friend the Member for Brentford and Isleworth (Mary Macleod) on securing this debate on this important issue, on which she has campaigned so hard for so many years. I also congratulate her on a powerful and well-informed speech, and I welcome the contribution from my hon. Friend the Member for Windsor (Adam Afriyie), who is another steadfast campaigner on behalf of his constituents on noise issues generally and night noise in particular.

My last visit to Brentford and Isleworth ironically coincided with the day on which air space was shut because of last year’s volcanic ash crisis, but I recollect my earlier visit to Grove Road primary school with Councillor Barbara Reid, who is another leading campaigner on these issues, which gave me a real and personal insight into the impact of aircraft noise in the constituency.

As my hon. Friend the Member for Brentford and Isleworth said, this is a timely debate, but I must acknowledge at the outset that we have a long and detailed process ahead of us before final decisions are made on the new system of controls on night flights at Heathrow. She will appreciate that there are some questions that I simply cannot answer now because that could prejudge the outcome of the consultation. However, the debate has provided valuable input into that decision-making process, and all the points that she and my hon. Friend the Member for Windsor made today will be carefully considered as part of the consultation process and in the run-up to the decisions.

I agree that night noise is widely viewed as one of the least acceptable impacts of aviation. My hon. Friend the Member for Brentford and Isleworth set out with clarity the quality-of-life concerns that many of her constituents have about night flights. I am aware that it remains a key concern for people under the flight path in areas such as the constituency of my hon. Friend the Member for Windsor. I assure my hon. Friends that the local impact of aviation on communities around airports and under flight paths is important for the coalition, and that is why one of our first decisions in Government was to scrap plans for a third runway at Heathrow, and to make it clear that we oppose new runways at Gatwick and Stansted. I thank them for their kind words about my role in that decision.

In September last year, I confirmed that there would be no revival of Labour’s proposals on mixed mode. I also confirmed that the airport will start to use alternation when operating with easterly winds, which will ensure a fairer distribution of aircraft noise around the airport. As has been said today, we recently published a scoping document kicking off the debate on how to deliver a sustainable future for aviation, which harnesses the economic benefits that my hon. Friends mentioned in relation to Heathrow and aviation generally, but does so in a way that also addresses the environmental impact of aviation, including its noise.

There have been controls on night flights at Heathrow for many years, with limits on movement and noise quotas to restrict the level of noise emitted. Restrictions prevent the noisiest aircraft from landing at night, and Heathrow operates a policy of runway alternation overnight to give residents a degree of predictability on flight paths and some respite periods. Even with those restrictions, however, I appreciate that night noise continues to be a key concern for local communities, as my hon. Friends have made clear this morning.

As has been pointed out, current protections are time limited, and in the coming months the Government will need to make a decision on the regime that will replace the existing controls when they expire in October 2012. That provides an opportunity to take a fresh look at the issue and explore the scope for a more effective night noise regime. The scoping document already mentioned began an extensive process of public engagement that will ultimately culminate in a decision about a new set of rules and controls for night flights over Heathrow. During that process, we will seek evidence on how best to balance the economic benefits of night flights against the social and environmental costs that they undoubtedly impose on communities that lie under the flight path. We want to hear from the widest possible range of stakeholders about how the current arrangements are working and what elements people would like to see changed, and I welcome the comments made this morning by my hon. Friends on that issue.

My hon. Friend the Member for Brentford and Isleworth referred to the recent HACAN report, which suggested that a ban on night flights at Heathrow would produce a net benefit to the economy. I recently met John Stewart from HACAN to discuss that report, and my officials will give it proper consideration alongside other representations that we receive on night noise. Such representations will help inform the debate on policy development, and we must analyse evidence on the social impact of night flights, and the health issues mentioned by my hon. Friend.

One important issue for consideration is whether it is possible to deliver a more extended period of respite from night noise. I recognise that flights that arrive between 4.30 am and 6 am tend to be the most controversial, and we need to analyse carefully any evidence on the potential benefits that are derived from such early morning arrivals, and properly explore the operational scope for change.

My hon. Friend mentioned her concerns about enforcement, and when we look at the shape of the new regime we will certainly consider arrangements for its administration, transparency and enforcement. Transparency can be a real help in such situations, and give communities that are affected by all types of noise from Heathrow the confidence that rules are being complied with. Aircraft that breach departure noise limits are fined by the airport, and the revenue is used to finance local community projects. It is important that appropriate steps are taken to ensure that the current regime is properly enforced.

[Mary Macleod]

Does the Minister think that it might be worth looking into the levels of the fines imposed? They need to be a real deterrent or else airlines will keep breaching the existing noise limits.

[Mrs Villiers]

My hon. Friend makes a good point. That issue should be included when considering the new regime, and the airport is already looking at that matter in relation to current arrangements. There may well be a case for change.

My hon. Friend made an important point about the importance of mitigation and insulation as a fall-back method for dealing with the problems of noise. BAA has recently launched a local consultation on noise mitigation schemes, which could potentially broaden the scope of the existing schemes. It is important that my hon. Friend takes part in that consultation, and I will ensure that BAA is given a copy of this debate in Hansard so that it is made aware of the concerns felt by my hon. Friend’s constituents, and their desire to see a stronger and more effective regime in terms of insulation and mitigation.

Another issue for consideration is how we create the right conditions and incentives for airlines to deliver technological improvements that will support the policy goals we wish to achieve. As I have said, the current regime already bans the noisiest planes, and UK technology and know-how plays a major role in making commercial airliners quieter and more fuel efficient. Developments such as the A380 and the Boeing 787 Dreamliner also help to mitigate the effects of noise. As well as encouraging the aviation industry to reduce noise by improving aircraft technology, the Government are working with the International Civil Aviation Organisation to seek improvements in air navigation and airspace management in order to deliver quieter approaches and climbs.

Having obtained and considered responses on the broad themes regarding night noise that are included in the scoping document, we will then develop more detailed proposals for a new night noise regime. We plan to issue a consultation document on that next spring. Carrying out that process in the most effective way possible may require a limited roll-over of the existing regime. We have not made a final decision on that, but if we decide to run the current regime beyond its expected termination date of October 2012, we will need to consider whether to use temporary movement and quota limits to maintain the trend in progressive noise reduction required under the existing regime.

My hon. Friend referred to noise action plans, which are a requirement set out in the EU environmental noise directive. Seventeen major airports have been asked to produce such plans and noise maps, and we are in the final stages of considering whether draft plans submitted by Heathrow, Gatwick, Stansted, Manchester, Birmingham and East Midlands airports meet the requirements of the directive. The directive does not require a complete reassessment of airport noise policy, but the plans have been a useful exercise and have prompted airports to reassess their approach and strengthen existing measures. Such plans will, I hope, be an important tool in maintaining the pressure on airports to take action on the issues of noise, insulation and enforcement mentioned by my hon. Friend.

The plans that emerge from that process should be seen as a starting point rather than an end conclusion. They should be treated as living documents and serve as a driver of good practice and help improve performance on local noise management and mitigation. As such, they should be subject to regular review and be adaptable to changing circumstances, including the new night noise regime.

I conclude by restating the Government’s commitment to addressing the local environmental impacts of aviation, and state that we acknowledge the concerns that local communities have about night flights. We now wish to move forward to develop a better night flights regime, and explore the scope for change. It is important that we engage fully with all interests and understand all the differing views, and today’s debate has provided a valuable opportunity to bring this important subject before the House and highlight some of the key issues.

Although I cannot give my hon. Friend all the answers she needs, I view this as one of the most important issues that I will face as a Minister. I have listened with care to all the points she raised, and I will continue to listen as the debate unfolds over the months to come. I urge her, together with my hon. Friend the Member for Windsor and their respective constituents, to take part in the consultation process on which we have recently embarked. I am confident that broad engagement from my hon. Friends and their constituents will strengthen and improve the eventual outcome of this important matter.

East Coast Main Line Call Centre

Theresa Villiers Excerpts

Thursday 19th May 2011 Commons Chamber

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

I congratulate the hon. Member for Gateshead (Ian Mearns) on securing the debate and on his speech. I completely understand the concerns of those working at the Baron house call centre. It is clear that job losses are a very harsh blow to the people concerned. That is one of the reasons why the coalition Government are working so hard to try to create the right conditions for growth and the creation of new jobs.

[Mr Kevan Jones]

In the north-east?

[Mrs Villiers]

Absolutely, in the north-east and right across the country.

Before responding to the hon. Member’s questions, I must first clarify and reiterate the relationship between the Government and the east coast main line operator. East Coast Main Line Ltd is wholly owned by Directly Operated Railways Ltd, which is, as he pointed out, owned by the Government. East Coast and DOR are companies registered under the Companies Act and operate in accordance with their own articles of association and governance. This provides a framework for the operation of the franchise as a free-standing entity in readiness for the return of the franchise to the private sector, a return that was envisaged by the previous Government as well as the current one.

[Grahame M. Morris]

I am slightly perplexed by that explanation and tempted to think of the situation with the banks. The Chancellor and the Prime Minister have told us that influence is being exerted on the state-owned banks to ensure that they lend to small and medium-sized enterprises. Is the Minister suggesting that such influence cannot be applied on this company with regard to jobs?

[Mrs Villiers]

I will explain the relationship between East Coast and the Secretary of State. The aim is for that relationship to replicate the arrangements for franchises elsewhere on the network in order to ensure that the principles of private sector operation are embraced and maintained. The reason for that approach is so that the Secretary of State is able to protect the value of the franchise and the taxpayer gets value for money when the franchise returns to the private sector.

If the Department or my right hon. Friend the Secretary of State were to start intervening in the way the operator runs East Coast, for example by overturning decisions based on commercial considerations, they might well have to answer for their decisions in front of the Public Accounts Committee. I am afraid that we do not believe it a viable option to intervene on the basis of political or non-commercial considerations, even if the Secretary of State were minded to do so.

[Mr Kevan Jones]

On the threat that the Public Accounts Committee is going to question what the Minister does, may I just say as a former Minister that it can question anything a Minister does? So, that argument is a complete nonsense.

[Mrs Villiers]

The Secretary of State is under a duty to safeguard the assets vested in the Department for Transport. The East Coast operation happens to be one of those assets, so it would be irresponsible to intervene and overturn the operator’s commercial decisions.

[Chi Onwurah]

I share the consternation and concern of my hon. Friend the Member for North Durham (Mr Jones) at the approach that the Minister has outlined. East Coast clearly does not have shareholders, as the other franchises do, but a shareholder could and, we hope, would respond to public pressure and outrage if decisions were made that went so against corporate responsibility, so it is only just that the Secretary of State should play a similar role.

[Mrs Villiers]

As I have made clear, the coalition Government’s adopted approach, which the previous Labour Government espoused, is that the franchise should be operated on a commercial basis by East Coast Ltd. It should not be the subject of political direction from the Secretary of State.

[Grahame M. Morris]

That is a crucial point if we are arguing about commercial decisions. As my hon. Friend the Member for Gateshead (Ian Mearns) said in an excellent speech, is there not a weight of evidence from banks, insurance companies and various private sector companies that overseas call centres are becoming less and less popular, including with customers, and that therefore any move would damage the potential to sell the franchise to the private sector? Is there not an argument that it would be beneficial to the future sale of the company to keep the call centre at least in the UK, but certainly in the north-east, where it is?

[Mrs Villiers]

The people best placed to make the decision about what is best for the East Coast operation are the specialist practitioners who run East Coast Ltd, not Ministers, not Members. Those practitioners are the best people to make the best decision about what is in the interests of fare payers and taxpayers. East Coast is confident that the new arrangements will deliver better services for passengers and far better value for money.

[Mr Kevan Jones]

Will the Minister give way?

[Mrs Villiers]

As I will outline, should I get the opportunity, the options were fully explored in relation to continuing the relationship between the Baron house call centre and the East Coast operation, but it was found not to be viable in terms of value for money. If East Coast were to ignore value-for-money considerations, not only would the taxpayer suffer, but the fare payer would as well.

[Mr Jones]

Has the right hon. Lady, as a Minister, looked at the case in detail, taking into account not only the value for money for East Coast, but the cost to the taxpayer in terms of redundancy payments directly from the company and the unemployment benefit that will have to be paid in the north-east of England? Has she actually looked at the case in detail?

[Mrs Villiers]

I can assure the hon. Gentleman that East Coast has looked in detail at the viable option for the operation of the franchise.

[Mr Jones]

But have you?

--- Later in debate ---

[Mrs Villiers]

I think that we have covered the issue with some clarity.

[Ian Mearns]

The Minister is saying that the people best placed to make those decisions are the people in charge of the commercial considerations at East Coast—the very people who have overseen the running-down of the service and the provision of a very poor service along the east coast main line.

[Mrs Villiers]

Of course I am well aware of the performance issues on the east coast route at the moment. However, I draw the hon. Gentleman’s attention to the improving performance of the train operator. The bulk of the problems that are currently being experienced are the result of problems with the infrastructure, over which East Coast has no control. I hope that in future, with the McNulty-style reforms, we will see shared incentives and improved performance from Network Rail. It is a mistake for the hon. Gentleman to blame those running the East Coast operation for the current performance problems. They bear a share of the responsibility, but the bulk of it, I am afraid, is Network Rail’s.

Turning to the facts of the case, National Express Services Ltd, or NXSL, was providing call centre services to National Express East Coast—NXEC—before its franchise terminated in 2009. NXSL is a separate commercial entity from NXEC and therefore was not taken over by Directly Operated Railways—DOR—at the handover. To ensure business continuity, contact centre services continued to be provided from Baron house to East Coast Ltd on a temporary basis, but two major problems stood in the way of this arrangement continuing on a longer term basis: first, the cost base of the Newcastle call centre; and secondly, the fact that telesales volumes have been falling rapidly across the rail network as customers switch to internet buying.

[Ian Lavery]

rose—

[Mrs Villiers]

I am going to continue for a moment.

In 2006, 11% of East Coast ticket sales were made over the telephone—today, that figure has fallen to just 1.9%—and 50% of East Coast advance ticket sales are now made via the internet.

Following the failure of the NXEC franchise, the services provided by the customer contact centre were reviewed by East Coast and by National Express. That review concluded that it was not commercially viable for the call centre to continue to provide telesales services to the new east coast operator.

[Ian Lavery]

Will the Minister give way?

[Mrs Villiers]

No, I have been very generous.

Greater flexibility was sought to enable a better response to sudden peaks in demand for call centre services—for example, as occurred over the winter. A priority for East Coast Ltd was to ensure a stable future for its contact centre services. Due diligence was conducted to establish if it was feasible for DOR to purchase NXSL and the contact centre and operate it as a subsidiary. However, this proposition was not viable because of the significant liabilities associated with the call centre. A working capital injection of approximately £2 million would have been required, plus further investment to turn around a loss-making business.

East Coast worked with National Express to see whether the Newcastle operation could be sold to a third-party expert in call centre services. Bids were received, but they faced the same purchase problems identified by East Coast and fell through when it proved impossible to agree a price. East Coast also considered whether some of the services could be provided in-house, but it is not a telephone contact centre specialist, and it concluded that it did not have the capacity or expertise to provide in-house services to the high standards that its customers wanted and that it was possible to get from a third-party supplier.

Having exhausted all possible options, East Coast concluded that the only viable way forward was to seek a new specialist supplier to provide call centre services. In parallel with National Express’s efforts to secure a third-party purchaser, East Coast initiated an Official Journal of the European Union procurement process to invite bidders to provide contact centre services. The legal requirements of that process meant that East Coast was not permitted to specify the location from which these services were to be provided. The Utilities Contracts Regulations 2006 prevent this unless a particular location is essential for the provision of the service. As the hon. Gentleman said, the outcome of the process was a contract with Intelenet UK for public telesales, group and assisted travel, ticket fulfilment and customer relations, and a further contract with Atos Origin for web support and web ticket fulfilment.

I appreciate that this process has a downside and is a real blow for those working at the National Express call centre, but there is an upside for passengers. I am advised that East Coast believes that the new contract—

Consumer Protection (Private Car Parks) Bill

Theresa Villiers Excerpts

Friday 13th May 2011 Commons Chamber

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

I congratulate my hon. Friend the Member for Crawley (Henry Smith) on securing a Second Reading debate on his Bill. I fully understand many people’s concerns about a minority of car park operators and the activities that have given rise to the Bill.

Aircraft Cabin Air Quality

Theresa Villiers Excerpts

Tuesday 10th May 2011 Written Statements

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

Cranfield university are today publishing their research into aircraft cabin air sampling on commercial aircraft in scheduled operation. A link to the report is being provided on the Department for Transport website.

The consideration of this matter by the Committee on Toxicity (COT) in 2007 provided an important opportunity to examine this issue in depth. Further scrutiny was provided by the investigation carried out by the House of Lords Science and Technology Committee.

The Department commissioned this independent research in 2008 (once tests had been completed to find suitable scientific equipment for the task) as a result of a recommendation by the COT—the first time such a study had been carried out by any country in the world.

The main conclusion of Cranfleld’s research was that there was no evidence of pollutants occurring in cabin air at levels exceeding available health and safety standards and guidelines. Levels observed in the flights that formed part of the study were comparable to those typically experienced in domestic settings.

The study monitored a total of 100 flights in five different aircraft types: Boeing 757, Airbus 319, 320 and 321 and the BAe 146. A series of air samples were taken at defined points on all flights, with additional samples taken during any “fume events” if any occurred. All flight crew, cabin crew and researchers were requested to complete a post-flight questionnaire, including questions about any fumes or smells that occurred during the flight.

The study’s objective was to analyse cabin air for volatile organic compounds, semi-volatile organic compounds, particles and carbon monoxide in normal operations during all phases of flight (e.g. climb, cruise, descent); and to detect and characterise any anomalous elevations of these elements during any “fume events” where unusual smells or similar occurrences were reported.

The European standard “Aircraft internal air quality standards, criteria and determination methods” sets safety, health and comfort limits for a number of substances, including two that were measured in the study—carbon monoxide and toluene. The study’s results indicate that concentrations of both carbon monoxide and toluene remained within these limits. In the absence of specific cabin air standards for the other pollutants measured in the research, the study referred to other standards and guidelines established, for example, for domestic (home) or occupational environments. Again, none of these standards or guidelines was exceeded.

I am grateful to Cranfield university for their rigorous and painstaking work. I am also grateful to the participating airlines which made their flight staff and management time and their aircraft available to the project. Without this invaluable practical help, the research would not have been possible.

The Department will always take the health of persons on board aircraft very seriously and I hope the publication of this thorough and independent analysis by Cranfield university will provide reassurance on this issue. We will continue to keep in close touch on all aviation health matters with the UK’s aviation regulator, the Civil Aviation Authority.

The Department will now take forward the one remaining cabin air study outstanding—the swab test research being conducted by the Institute of Occupational Medicine in Edinburgh.

When that has been finished all the completed research projects will be submitted to the Committee on Toxicity for their consideration so that the public can be assured that this matter has been thoroughly investigated.