High Speed 1: Rolling Stock

Tracey Crouch Excerpts

Tuesday 21st January 2020 Westminster Hall

[Damian Green]

I am about to come to the issue of overcrowding, as my hon. Friend would expect, as that was my principal reason for securing this debate. He says “before proceeding further with HS2”, but I should say that I am in favour of HS2, partly because I have observed the benefits of HS1 on Kent, and I would not want to deprive other parts of the country of the benefits that high-speed rail services can bring. To some extent, the two debates need to be separated. HS1 has been hugely good for Kent, and I wish that to continue, so I therefore urge the Government to address what will be a looming and imminent problem if they do not. The HS2 debate is rather a different one.

Some 71% of respondents in the tourism industry believe that leisure tourism in Kent has increased as a result of HS1. It has been a particular influencing factor in attracting couples and family groups—young families, those with older children and extended families—and that has contributed to a widening and deepening of the Kent tourism economy. I emphasise tourism because, although HS1 is by and large regarded, reasonably enough, as a commuter network—it clearly is of huge benefit to commuters, because it gives them many hours, days and weeks of their lives back through reduced journey times—it actually has a measurable and direct economic impact beyond that.

Overall, HS1 is one of the success stories of the rail network. It provides travel that is not only fast but more reliable than most lines, as reflected in passenger satisfaction surveys. But that, as I reach the halfway point, is the limit of the positive news that I wish to bring the Minister. Now for the bad news.

The bad news is that the service has become too popular for its own good. Overcrowding is a serious and growing problem throughout the line. The operator, Southeastern, has tried to compensate by changing the number of carriages on the most popular peak-hour services and improving the repairs and maintenance programme so that more of the rolling stock is available at any one time, but that is not enough. Essentially, we need more rolling stock on the line. Passenger numbers have grown by an average of 11.7% every year since 2010, and there is no evidence that that increase in demand will slow down in the future. Indeed, given that major housing developments are planned in not just Ashford but other towns in Kent along the line, we can expect the opposite.

[Tracey Crouch (Chatham and Aylesford) (Con)]

I, too, congratulate my right hon. Friend on securing this important debate. Although I agree with everything he says about the benefits of HS1 to Kent from an economic perspective, constituents from Snodland and Chatham who pay £5,500 for their annual ticket to use HS1 should at least expect a seat and working toilet on their train into London. Does he agree that, given the growth in house building across the area, communities such as Snodland are being built specifically around the services from HS1?

[Damian Green]

My hon. Friend is exactly right and she makes a good point about season ticket prices. Obviously, season tickets are slightly more expensive for my constituents and, the further towards the coast, the more expensive they get. As the inability to sit down spreads along the line, the difficulties she rightly pointed out will no doubt get worse for people. The need for extra train services and longer trains is clear.

Oral Answers to Questions

Tracey Crouch Excerpts

Thursday 24th October 2019 Commons Chamber

[George Freeman]

My right hon. Friend makes a typically excellent point, and I am delighted to confirm that the rail Minister met the relevant decision makers yesterday to discuss that proposal.

[Tracey Crouch (Chatham and Aylesford) (Con)]

11. Whether he plans to review the Road Vehicles Lighting Regulations 1989.

[The Minister of State, Department for Transport (George Freeman)]

On 23 July 2019, the Government announced a review of the available evidence to see whether a more flexible approach to the regulations permitting the use of red flashing lights by road recovery operators may be appropriate. The Department is in the process of commissioning the study, and a decision to review the regulations will be taken once the study has reported.

[Tracey Crouch]

I am grateful for that response. The partner of my constituent Sam was killed while recovering a vehicle on the M25. Since then, she and others have been campaigning for the roadside recovery industry to be able to use red lights, rather than amber, during recoveries. The police and others have now dropped their objections, and the science shows a difference in reactions to amber light and red light, so will the Minister now give the green light to the change?

[George Freeman]

I congratulate my hon. Friend on her campaign, and the whole House sends its condolences to her constituent. Our motorways are actually the safest roads, but she raises an important point. If the public feel that the use of red lights will help them feel safer, we will be minded, after looking at the evidence, to approve the change.

Roadside Recovery Vehicles: Red Lights

Tracey Crouch Excerpts

Tuesday 23rd July 2019 Westminster Hall

[Tracey Crouch (Chatham and Aylesford) (Con)]

I beg to move,

That this House has considered roadside recovery vehicles and the use of red lights.

It is a pleasure to serve under your chairmanship, Mr Davies, and to speak under the watchful eye of my right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning), who is the chairman of two all-party parliamentary groups looking at this important issue.

In September 2017, a roadside recovery worker and constituent of mine, Steve Godbold, was hit and killed by a lorry on the M25. He was assisting a driver at the side of the road, wearing high visibility clothing and with amber lights flashing on his vehicle when he was struck. This tragedy has caused unthinkable pain to Steve’s family and partner Sam Cockerill, while the driver of the broken-down vehicle, Nathan, has suffered with post-traumatic stress disorder after the experience.

Many would have given up after the loss of their beloved, but Sam, who is here in the Gallery today, became a spokesperson for the Campaign for Safer Roadside Rescue and Recovery: a group that has provided a united voice within the roadside recovery industry to lobby both Government and Highways England to improve safety for roadside recovery operators. The campaign is calling for greater recognition of the dangers faced by roadside recovery operators, identifying four key areas that could prevent further fatalities in the future.

The campaign is calling for a halt to the current roll-out of smart motorways, until Highways England can prove they are safe; for the Department for Transport to collect data on the number of accidents specifically involving roadside recovery workers, to provide greater understanding of the problem; and, following the success of the “Slow Down, Move Over UK” campaign, for a change to the highway code that makes clear to road users what to do when approaching a breakdown. This has been implemented in all 50 states in the US, treating drivers who disobey the safety rules of the road the same as drunk or reckless drivers.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Lady for securing this debate; I spoke to her before it started. Does she agree that roadside recovery workers would be much safer if red lights were used, as opposed to amber ones, given that they portray a greater sense of danger? That might change how drivers react. Pilots of these schemes could be tested in a short space of time, thereby providing the long-term benefits that she and other hon. Members wish to see.

[Tracey Crouch]

That will be the focus of my speech. There are nearly half a million roadside recovery operators, in a variety of guises, who deserve protection. There are many parts to the wider campaign, but I want to focus on one specific call: to allow the use of red lights by the roadside recovery industry. We are simply asking for recovery operators to be permitted to use prominent red warning beacons while attending accidents and breakdowns on the hard shoulder or on other roads; I know that my right hon. Friend the Member for Hemel Hempstead has particular concerns around countryside roads in his area.

This campaign is supported by the wider industry of both independent firms and nationwide operators such as the RAC and the AA, and I am grateful for their briefings. Evidence given by the AA suggested that although UK motorways are the safest roads to drive on when calculated using serious accidents per billion miles, they are also the most dangerous to work on as a breakdown patrol or vehicle recovery operator; there have been at least three known fatalities of operators in the past 18 months.

There is a firm view within the industry that the use of red lights while attending a breakdown would alter behaviours enough for drivers to become more cautionary in their approach, and there is enough science to back this up. In a previous speech in the House on the wider campaign, I referenced the Rayleigh effect, which means that red can be seen from further away. With significant help from Stephen Westland, a professor of colour science at Leeds University, and Hugh Barton, from Opticonsulting Ltd, I have learned a lot more on this, including regarding the neurological response to red.

Mr Barton helpfully points out that red light as a danger signal can be traced back to the 1820s, when the first passenger trains were signalled using red, green and white flags, which were later replaced by red and green semaphore signals. Red is a useful colour for long-range warning signals, because it suffers from atmospheric scatter to a lesser degree than other colours, due to the effects of Rayleigh and Mie scattering processes: at the limit of visual detection red lights are seen as red, whereas other colours are seen as lights with no specific colour attribute.

Professor Westland provided me with some comments regarding the psychological aspect of red and its association with stop and danger. In a traffic situation, everyone knows that red means stop and danger. He kindly forwarded me an interesting paper in an ergonomics journal, which provided some interesting data on this. In one experiment, for example, the researchers presented words on a screen in one of three colours: red, grey or green. Participants had to categorise the words as being danger words or safety words. The reaction time to identify the words in the danger category was quicker when the words were red than when they were green or grey. The same sort of effect was found with danger symbols rather than words: red danger symbols are more quickly categorised as danger symbols than, say, green danger symbols. In other words, although this is a psychological effect, there are implications for performance. One could rightly surmise that a driver noticing a red light on the hard shoulder would be more likely to slow down than if they saw an orange light, and their reaction times would likely be quicker.

With that science in mind, I ask the Minister to review the Road Vehicles Lighting Regulations 1989, which currently prohibit roadside recovery vehicles from using red lights. This change in policy can be easily implemented. Highways England vehicles have recently joined the fire service in being exempt from these regulations via a statutory instrument; they are permitted to use red lights in their regulation of traffic around accidents and other road incidents. The Campaign for Safer Roadside Rescue and Recovery argue that the work that roadside workers do on the side of the road, whether a motorway or a country lane, is dangerous and ought to receive the same level of protection. I would argue that, too. The issue is not just their safety, but the safety of those they are there to help.

Before I conclude, it would be remiss of me not to mention that one in 12 men and one in 200 women are colour blind. Although the primary purpose of this debate is to call for a change of use from amber to red beacons to protect recovery workers, for some it would make less of a difference. Perhaps part of a review could be to consider how we support colour blind drivers too, perhaps through shaping or flashing techniques within the beacon.

[Sir Mike Penning (Hemel Hempstead) (Con)]

I congratulate my hon. Friend on securing this debate. When I was the Minister with this portfolio, sitting where the Minister sits today, one objection to this deregulation, which could save lives, was that the police did not support it. I am sure that my hon. Friend and the Minister have seen the evidence that the police now support this measure, which will save lives.

[Tracey Crouch]

I agree. Now that the police have lifted that objection, I see absolutely no reason why roadside recovery operators should not have that same level of protection. At the end of the day, they help the police and Highways England to open up the network, so that our roads can continue to operate and provide the great economic value that having an open and flowing network brings to the country. I hope the Minister has seen that evidence suggesting the police have lifted their objection to this and will bear that in mind in his response.

This debate was borne from tragedy, and I pay tribute to Sam for the campaign she continues to champion. This is just one part of the wider campaign but it is also the simplest to achieve. As the baton passes from one Administration to another, and we all consider what we want to be remembered for, maybe this is something—a small thing—that will make an enormous difference in protecting those who come out, rain or shine, when we are at our most vulnerable on the side of the road.

--- Later in debate ---

[The Minister of State, Department for Transport (Michael Ellis)]

It is a pleasure to serve under your chairmanship, Mr Davies. I congratulate my hon. Friend the Member for Chatham and Aylesford (Tracey Crouch) on securing this important debate about roadside recovery vehicles and the use of red flashing lights. I would like to take the opportunity, if I may, to express my sympathy for those affected by the individual, tragic case that she referred to and that provoked the debate. I am also grateful for the intervention and speech of my right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning).

I very much admire the work performed by the men and women of the roadside rescue and recovery operations. They provide a crucial service to stranded motorists and motorists in danger, and they do it 24 hours a day, 365 days a year, in all weathers including severe weather conditions. As well as providing comfort and relief to those who have broken down and having a substantial positive impact on the individuals they rescue, they support the wider economy by getting goods moving and preventing the build-up of congestion on our very busy road network. A report published by Highways England in 2017 noted that business sectors reliant on the strategic road network contributed more than £314 billion to the UK’s economy, while current projections suggest that the cost of congestion to the freight industry will be £14 billion in 2040.

It is clear that the work of recovery operators can be hazardous, particularly when they operate on roads with fast traffic, such as motorways and other parts of our strategic road network. It is important that we do all we can to provide a safe environment for operators to work in and for people who use the network to travel through. I am sure it has not gone unnoticed that the United Kingdom has some of the safest roads in the world, but the effect of every death and serious injury on our roads is devastating for the individuals involved and for their families; I absolutely recognise that.

The Government will continue to lead the way in improving road safety. This is a major national issue that demands close co-ordination across government agencies, the devolved Administrations, local government, enforcement authorities and a range of other bodies. We therefore published our road safety statement very recently. The road safety action plan last week outlined no fewer than 74 actions to reduce the number of people killed and injured on our roads.

[Tracey Crouch]

I have to beg the Minister’s forgiveness, because I have not read every detail of the road safety plan, but can he tell me how many of those 74 actions relate to roadside recovery operators?

[Michael Ellis]

I commend the document to my hon. Friend. I cannot give her the exact number at the moment, but perhaps she will allow me to write to her about it.

Highways England is the Government company charged with operating, maintaining and improving England’s strategic road network of motorways and major A roads. It therefore has a key role to play in moving broken-down vehicles to a place of relative safety to await recovery or in closing a lane to make it safe, in exercise of its powers under the Traffic Management Act 2004 to stop and direct traffic.

[Michael Ellis]

What I said was that Highways England has a key role to play in moving broken-down vehicles. Of course, it is all part of a team effort, including the blue-light emergency services as well as Highways England, when it comes to closing roads to improve safety after a road traffic collision or other breakdown circumstances.

Highways England is part of the SURVIVE group, which has developed and sponsors a detailed national standard to improve the safety of breakdown operatives, employees and customers during breakdown and recovery operations. Certification to the standard demonstrates that management systems are in place, with procedures established to meet safety standards, legislation and best practice for the industry and help road recovery operatives to carry out safe and rapid recovery of vehicles with minimal risk. The SURVIVE standard was introduced in 2015 and amended in 2018, and more than 500 organisations are currently accredited to it—a significant achievement that demonstrates real professionalism within the industry, which I congratulate.

The Government also recognise the benefit of improved vehicle construction standards. The road vehicles lighting regulations were amended in 2010 to require all new goods vehicles over 7.5 tonnes, including those used for road recovery purposes, to be fitted with conspicuity markings to the rear and side to illuminate the vehicle at night. Fitting such markings is optional for smaller vehicles, including the smaller recovery vehicles, but vehicles over 7.5 tonnes must have them. That requirement was brought in by this Government in 2010.

Amber warning beacons can be a valuable tool for conveying important information to other road users. The road vehicles lighting regulations restrict the fitting of amber warning beacons to vehicles with a specified purpose—including recovery vehicles, as well as vehicles used for highway maintenance, refuse vehicles and so on. Additional requirements limit the use of amber beacons to specific functions in order to avoid proliferation; for example, recovery vehicles may use the amber warning beacon only when attending an accident or breakdown, or while towing a broken-down vehicle.

Despite these existing measures, I realise that there is a call from the industry for the use of red flashing lights, because it sees added benefit in them. The police and some fire service vehicles are legally permitted to use red flashing lights, but even those blue-light services must use them under additional guidance issued to their trained drivers. Highways England traffic officer vehicles, which patrol our strategic road network of A roads and motorways, are permitted red flashing lights, but only when operating on live carriageways, not on the hard shoulder. I am aware that comparisons are often drawn between the operations of traffic officer vehicles and those of road recovery operators. Both traffic officers and road recovery operators perform incredibly important work, but as we know, recovery operators should not operate in live running lanes. To emphasise an important distinction, Highways England traffic officers should only use red flashing lights when operating in the live lane to control traffic. They, too, should use amber lights when stationary in other situations.

[Tracey Crouch]

I humbly suggest that after the debate, the Minister looks at some of the additional briefing papers that have been sent to him in advance of it, because the roadside recovery industry is not calling for the use of red lights in live carriageways, nor is it calling for the operation of red lights while its vehicles are moving. It is specifically asking for the use of red lights while stationary, attending a vehicle, because as I pointed out in my speech, the neurological and psychological response to a red light is very different from the response to an amber one. The industry is not calling for anything that is difficult to achieve.

[Michael Ellis]

I am not suggesting that it is—I know it is not—but I am making an allusion to Highways England traffic officer vehicles and what their rules are, so as to differentiate between the current rules for traffic officer vehicles and those for recovery vehicles.

The evidence that we have is key, and I have noted what my hon. Friend the Member for Chatham and Aylesford has said about the Rayleigh effect and the scientific evidence about colour. Research into the effectiveness of red flashing lights on vehicles was also carried out in 2010 by the respected Transport Research Laboratory for what was then the Highways Agency, in support of its traffic officer services, so some work has been done on this topic in the recent past. In that study, drivers’ responses to the display of amber and red lights, both on the hard shoulder and in a live lane, were considered to identify which configuration produced the lowest risk to traffic officers. It concluded that flashing lights may make something more visible by attracting attention, but also that too many lights or lights of too great intensity may cause distraction or obscure pedestrians in or around a stationary vehicle.

Assuming that drivers are paying attention to the lights on a stationary vehicle, it is vital that they identify what the hazard is and what action might be necessary while they still have reasonable time to act. That requires early recognition of whether the hazard is in a live lane or on a hard shoulder. Permitting the wider use of any restricted lighting function, including red flashing lights, needs careful consideration, because the warning message they are intended to give will become diluted if they are used too often. Ultimately, that will be to the disadvantage of those who currently use them.

Oral Answers to Questions

Tracey Crouch Excerpts

Thursday 13th June 2019 Commons Chamber

[Chris Grayling]

On that latter point, I am aware of the interest of the hon. Lady’s constituents, and it is something we will look at very carefully. I hope she welcomes the Government’s substantial investment in improved rolling stock, improved capacity and improved speed on the Great Western main line, which will benefit her constituency and the whole economy of south Wales.

The hon. Lady also talks about transport investment. It is surprising that, in the past few days, the Labour Administration in Wales have backed away from a major upgrade to the M4, which, of course, is the most significant artery for south Wales and its economy.

[Tracey Crouch (Chatham and Aylesford) (Con)]

Given yesterday’s announcement on legislating for net zero greenhouse gases, what steps is my right hon. Friend taking to decarbonise public transport?

[Chris Grayling]

We are taking a variety of different measures. In this country, we will shortly be seeing the first battery hybrid trains and the first hydrogen-powered trains, and we are providing support for low emission and ultra-low emission buses. Indeed, I recently went to the constituency of the Under-Secretary of State for Transport, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), to see the work that the local bus company is doing to introduce entirely electric-powered local bus routes. There is a huge amount happening, but of course there is a lot more to do to decarbonise the whole public transport sector and our road transport, too.

South-Eastern Rail Franchise

Tracey Crouch Excerpts

Tuesday 23rd April 2019 Commons Chamber

[Andrew Jones]

The process for the assessment and award of bids is handled away from Ministers and by the content of the bid rather than by the bidder’s name, so these things are handled in a way that is perhaps a little different from that which the hon. Gentleman suggests. I have had a conversation with the Mayor, but not on this issue. He came to the Department for Transport seeking a loan facility of over £2 billion to help with the completion of Crossrail. We were able to help with that. It is of course a loan that will need to be repaid, but the loan has been made and he is, I believe, drawing down on it. He needs to answer some questions about the long-term viability of Transport for London’s finances.

On the performance on the network, of course there is more to be done on every single franchise. I want to make sure that we have services that are on time, every time. Ninety per cent. of trains on this franchise have been on time over the past few months. When I looked at the performance figures earlier today, I saw that it was 97%. But of course nobody wants to have any delays, and that is why this is my top priority.

[Tracey Crouch (Chatham and Aylesford) (Con)]

Rail users and constituents of mine on the Maidstone East line and the Medway Valley line from Chatham are fed up with being forced to pay through the nose to use a service beset by delays, lack of information and poor-quality rolling stock. Continuous delays in deciding the next franchise provide no incentive for the current franchise holder to make any investment to improve services for those users. What can the Minister do to ensure that passengers receive the service that they pay for now rather than in the future—for which, like Southeastern’s, the timetable keeps changing?

[Andrew Jones]

My hon. Friend has been a champion for her travelling public. I know that because she has made this point to me on a number of occasions, both in this House and in meetings outside. On the management of the franchise, there is, as with all franchises, a performance regime that is operated through the Department for Transport. Whenever we see franchises failing in any way, we take action right away. I say what I have said to other colleagues across the House: I am impatient to see the benefits of this franchise award out there as soon as possible. Consequently, I will be making sure that we get this decision made as fast as we possibly can, and I will keep her informed of progress.

South Eastern Rail Franchise

Tracey Crouch Excerpts

Tuesday 27th November 2018 Westminster Hall

[Robert Neill]

That is absolutely right. A number of us have raised these issues in the past, and we raise them today because the franchise is due for renewal. It was consulted on in 2017 and is due for a decision imminently.

My constituents are deeply concerned that we will simply get more of the same. I have said publicly, and I have said it to his face, that the Secretary of State missed an opportunity to shake up the franchise when it was re-let on its current geographical basis. I believe, as do many of my constituents, that there is an inherent tension between the needs of those commuter trains that come up from the coast and those that are part of the London metro service, where they are fulfilling a function similar to that of the tube. It is very difficult to reconcile the inevitable conflicts between the two in the current configuration of the franchise.

[Tracey Crouch (Chatham and Aylesford) (Con)]

I am a Member of Parliament who represents one of the areas where the train comes up from the coast. Along with colleagues from Maidstone and the Weald and Tonbridge and Malling, I have significant concerns about the amount of house building going on. The train service infrastructure is not necessarily there to support that. Does my hon. Friend agree that when a commuter is paying more than £5,000 a year to get into work in London, they expect the service to match the cost?

[Robert Neill]

That is absolutely right, and I have total sympathy with those further down the line. Investment has not matched capacity. The few trains that come up from the coast and stop at somewhere such as Bromley South are crowded by the time they get there. Despite the promise that the London Bridge rebuild would solve the congestion, it has not, and all too often, it is necessary, for whatever reason, for the signalling arrangements to let trains from the coast go through, sometimes not full, while people are sitting on commuter metroland trains that are absolutely rammed. That is not working for anybody. We also frequently get points failures in that first six miles out of London, and that affects everybody who uses the network, however far they are going.

It is no exaggeration to say that I could probably fill the whole of this half hour by reading out emails, tweets and messages from social media sites that I have received since this debate was announced. I have had scores and scores. The numbers are perhaps exaggerated this time because of the publicity, but it is more or less a normal arrangement for me. There is not a day on which I do not see some complaint or other about some failing on the trains.

I commute up every sitting day from Chislehurst and I see it myself. I got the 8.09 from Chislehurst today. That is supposed to be a service of about 25 minutes, but I allow half an hour, to Charing Cross. That is not what it is supposed to be, but nobody expects these trains to run exactly to time—that is how bad it is. It is an exception if it runs to the minute. As it was, we arrived at 8.55, so it took nearly three quarters of an hour. My maths is not brilliant this afternoon, and I will be generous, but that is a 30% or 40% increase on what the journey time is supposed to be. That is not an exception; all too often, it is the norm.

Constituents say to me that they like the area, but are seriously thinking of moving because the trains are unreliable. As the hon. Member for Erith and Thamesmead (Teresa Pearce) said, that is compounded by the failure to invest in stock. Short train formations are a regular bane on both my lines and those going into north Kent, which creates serious overcrowding at peak hours. There is also pretty poor communication in terms of making people aware of last-minute cancellations and changes. The one shining light of Southeastern is the quality of the station staff at our local stations. I have found every one of them to be absolutely excellent; they really do their best and are well linked into the communities they serve. It is not their fault. It is a case of lions being led by donkeys, as far as the operation of the franchise is concerned. They deserve better leadership and could do with better investment in some of their stations. They have to bear the brunt of the frustration of passengers who pay a lot of money and are simply not getting the service they are paying for.

The issues have been well documented. The Department conceded that the number of responses to the consultation on the proposed renewal of the franchise was “unprecedented”. It is not surprising, given the amount of anger and angst. There are assurances that the new franchise documents will meet the concerns and that they will be taken on board. People’s trust is running pretty thin. The Minister is new to his post, but trust in the Department is running thin as well, as is trust in the regulatory apparatus and the operator. We were told that there would be much more joint working. The reason given for not redesigning the franchise and putting the metro services into Transport for London was that the Secretary of State wanted to bring train and track together. Although there have been efforts at joint working and there is a joint board, in practice what I seem to get is senior managers from both sides coming and giving me their excuses together rather than separately. I am not sure that it makes much difference to my constituents on the platforms.

There are some pretty blatant examples beyond the daily grind of cancellation and failure. When I was sitting on the train waiting to get into Lewisham about 10 minutes behind time, I had a tweet from one of my constituents, Tommy, who is known to Network Rail because it tried to block him once, because it did not like the fact that he was calling it out for the errors that it was consistently making. He tweeted about three trains delayed in the Lewisham area. He was spot on. That was because they had all been held to allow a late-running Dartford train, which was already behind schedule, to come through. Owing to the way it was operated, there were now four trains behind schedule. Clearly, that joined-up working is simply not happening.

We have had other errors on basic things such as timetabling. A lot of my constituents travel from Bromley North and Sundridge Park, then change to the mainline at Grove Park. That is a busy station, because even trains that start from Orpington are pretty full by then. The timetabling means that often people have one or two minutes to get from one side of Grove Park station—it has about four mainline tracks plus a baby platform stuck on one side—to the other. It is a very short period for people to have to go up a lengthy walkway and then on to a footbridge. That is assuming that the mainline trains run to time. When they do not, the shuttle service leaves without people. People either run—and sometimes slip, as I have seen on the footbridge—and pile on to an overcrowded train, or else they are left hanging around for perhaps half an hour until the next shuttle returns.

Local MPs and I have repeatedly raised the issue of timetabling. Time and again, I have said, “Why can you not align the timetables properly on the Grove Park branch?” but nothing has ever happened. Only three stations can be saved on the app’s dashboard, yet most people would like to have a choice of which London terminal they go from if there are going to be problems. That has been raised time and again with the most senior level of management. They say, “That’s an interesting idea,” but nothing ever happens.

About a year ago, there was a scandalous incident that ended up being investigated by the rail safety authorities. Just before Christmas, about half a dozen trains were stranded for up to four hours in the Lewisham area, affecting both sets of lines. There was very heavy snow and there were poor weather conditions—I accept that the central rail form of electricity on that line is particularly susceptible—but there was a complete failure to rescue people from the trains in any decent time, as my constituents regularly point out to me. A plan was supposed to be put in place to get people out of those trains—it should have been activated within an hour and got people out within two—but it failed. We had people sitting on those trains for five to six hours with no power.

One might think that something would have been done about that after the report was published by the Rail Accident Investigation Branch, but my constituents remind me that there have been another four incidents of people being stranded for two hours or more. The basic procedures for getting people off delayed trains are still being ignored—there is no other word for it. That seems to be an extraordinary failure.

I could go on at length. An excellent councillor for Bromley Town, Will Harmer, has just tweeted me. He says of the Grove Park scenario:

“Yes, it happened again last night. Train just left as the first person got on to the platform.”

How many times do people have to say that before it sinks into the minds of the people who run Southeastern trains? Another message reads:

“Thanks for raising this, Bob. The delay problems have been steadily getting worse. Southeastern trains have been getting away with murder.”

My constituent Alex Le Vey commutes, and he says:

“The service is getting worse—more overcrowding, more delays.”

Another constituent says:

“Trains are late almost every day. The 17.52”—

it goes down to the Medway towns—

“is 15 minutes late on average, and only on time 20% of the time.”

I mention that because managers, Department officials and Ministers often come out with statistics and say, “Actually, things are improving. Things are getting better. Statistics show that reliability has gone up.” That is not the lived experience of people on the trains and platforms. On the operation of Southeastern trains, I am inclined to take the view that there are

“lies, damned lies and statistics”.

Looking at that scenario, it is understandable that we have real concerns about the franchise renewal. We might well get the same operator or one very much like it.

--- Later in debate ---

[Tracey Crouch]

rose—

[Mr Philip Hollobone (in the Chair)]

Order. I am sorry, but I have not been notified that the hon. Lady wanted to speak. In half-hour debates, Members may speak only with the permission of the mover of the motion and the Minister. I am sure she can intervene during the Minister’s speech if she so wishes. I ask the Minister to bring the train into the station no later than 4.30 pm, because that is when the debate will end.

--- Later in debate ---

[Andrew Jones]

I understand that, but it is important to have a set of statistics that give us comparable data from franchise to franchise over time so we can measure performance. Dwell times obviously influence journey lengths, and they are nearly always to do with how quickly people are able to get on and off changes at a platform. That is to do with the capacity and the popularity of the network. I will look at the statistics. I want a set of customer statistics that we can trust so we can hold the rail companies to account. My job is to speak up for the passenger. We are spending a huge amount of public money, with £48 billion of investment in the next control period, which starts in April, so we need to focus that to ensure we deliver for passengers, including those represented by my hon. Friend.

We have talked about the new franchise, which has been designed with a specification to ensure that Southeastern joins up with the new Thameslink routes across Kent. That will ensure the best possible service for passengers, in terms of services, space on trains and reliability.

Questions have been asked about the timing of the award of the franchise. It will be made not this week, but in the new year. I will keep all colleagues who are served by the franchise posted on the timing. The reason for the delay is that the evaluation of the agreement for the next franchise has taken longer than anticipated because we wanted to ensure that passengers get the best deal possible.

I completely share my hon. Friend’s view that we need reliability. The new franchise recognises the importance of reliability to passengers. As such, bidders must jointly appoint an alliance director with Network Rail, who will be responsible for overseeing joint teams, including one focused solely on performance. That individual is expected to be the single public face of the railway to its passengers. The point about communication in the industry was made clearly. We all know that it has broken down at times, but this is a positive move to address those concerns. Bidders are being asked to work with Network Rail to develop proposals for a digital traffic management system to allow more trains to recover from minor delays and still meet the published timetable.

All those measures are expected to deliver a railway that is more reliable and accountable to the passenger. If my hon. Friend is interested, I would like to invite him to join me on a visit to the Kent Integrated Control Centre at Blackfriars—not too far away—to see the excellent joint working that is already going on between Southeastern and Network Rail. It will be enhanced and built on in future franchises. He may wish to consider that; we can discuss it outside this debate.

The specification for the new franchise is intended to allow room for an additional 40,000 passengers in the morning rush hour by December 2022. It is designed to tackle the crowding levels and uncomfortable conditions on services today.

[Tracey Crouch]

The introduction of High Speed 1, which runs through my constituency, has helped to alleviate the pressure on the branch lines. In fact, it has been so successful that we have managed to get it to stop at Snodland, around which there has been a vast amount of house building, and it has been enormously popular. I raised the issue with the Minister’s predecessor, but there are now concerns that, as part of the new franchise, High Speed 1 will no longer stop at Snodland. Given that there is a delay in announcing the next franchise, will the Minister meet me to discuss how we can ensure my constituents in Snodland are still served by an incredibly successful and important part of the South Eastern franchise?

[Andrew Jones]

I will of course be delighted to meet my hon. Friend. We will set up that meeting promptly.

The hon. Member for Erith and Thamesmead (Teresa Pearce) and others asked how we will deliver more capacity. It will be through longer trains. The new trains will be able to carry more passengers because we are increasing the number of the longer 10 and 12-car trains at the busiest times. First-class accommodation will be converted to standard class on commuter services to increase space for passengers further. That builds on the point that this is a hugely busy and hugely successful commuter line.

Incremental changes are being sought to today’s timetable that will deliver a more operationally robust daily plan. For example, we are reducing instances where services must cross at congested track layouts, such as those at Lewisham, which are a significant cause of passenger delay. The intention is that the next franchise will deliver a more regular service where possible. The key thing we are trying to get across is that this is about predictability and reliability. I know full well that passengers need a service they can rely on, and that is our plan.

Hon. Members will be interested to know that Sunday services will be enhanced and will be comparable to the level of service on Saturdays—a significant increase from today. There will be a Sunday service on the Bromley North branch for the first time in a considerable number of years. I hope that is of interest to my hon. Friend the Member for Bromley and Chislehurst and the constituents he serves. Services on the Medway line will also be improved, and an additional two trains per hour will run to Ashford via Tonbridge outside the peaks. That will allow Hastings services to miss some stops to improve journey times. I know from my visit to Hastings that that is a key passenger aspiration.

A significant amount of work is being done to deliver an enhanced railway. It is clear that travellers are impatient to see the new services. I fully understand that. We are focused on placing the passenger at the heart of everything we do and working with the existing management of the franchise to maintain and improve its performance before the new franchisee is announced.

The new franchise will offer the passenger very significant benefits. I have urged my officials to ensure we get those benefits as soon as possible. Everybody is impatient for them; that is certainly a message that I have taken from this debate. I thank my hon. Friend and all colleagues who have contributed to the debate. Their contributions have been heard and understood, and we will take them on board as we work to make this rail franchise better.

Question put and agreed to.

Road Safety

Tracey Crouch Excerpts

Monday 5th November 2018 Commons Chamber

[Hon. Members]

Hear, hear!

[Tracey Crouch (Chatham and Aylesford) (Con)]

Thank you, Mr Speaker. It is a pleasure—

[Mr Speaker]

Order. I apologise to the hon. Lady. The five-minute limit on speeches takes effect now. We will restart the clock for the speech of the hon. Lady, who can perhaps be given a second warm welcome. I call Tracey Crouch.

--- Later in debate ---

[Tracey Crouch]

It is a pleasure to speak first in this important debate, thus cementing my status as a former Minister who has resumed their old place on the Back Benches.

I could speak about many issues, including the protection of horses, which others have mentioned, and the worrying growth in young drivers who use seatbelt alarm disablers, which my local fire and rescue service raised.

However, I want to use the brief time I have to raise two very different issues. One was brought to my attention by a local resident, but is of national importance, and the other is a local issue, but is no doubt occurring nationwide.

A month ago, I met my constituent, Sam Cockerill, in my office and heard how her partner, Steve Goldbold, was killed instantly in September 2017 after an HGV strayed on to the hard shoulder of the M25 and hit him while he recovered the vehicle of someone who had broken down. From talking to others in the industry, Sam heard about other recovery operators who had been killed while performing their duties. She also heard how recovery operators live in constant fear while working on the hard shoulder, but got a sense that their voice was not being heard by lawmakers. So in September, she, along with a number of industry figures, launched the Campaign for Safer Roadside Rescue and Recovery, and I want, through this debate, to add my support to it.

I am a confident driver, but I am petrified of breaking down on a motorway, particularly with the enormous increase in the amount of traffic, especially heavy traffic, on our roads and the continued roll-out of all-lane-running motorways to cope with it. However, if I were to break down, I know I can go and sit up on the bank away from the dangers of travelling vehicles—of course, that is not an option for recovery workers. I therefore think that the campaign’s asks to protect those workers are not unreasonable.

First, there is a request for roadside rescue and recovery operators to be able to use prominent red lights while attending accidents and breakdowns. At present, they are only permitted to be fitted with and use amber warning beacons while attending incidents. There are two reasons why using red lights makes sense. First, there is a scientific phenomenon called the Rayleigh effect, which means the red light can be seen further away. Secondly, the colour red elicits a more serious reaction, whether consciously or subconsciously, in the minds of road users approaching a hazard and drivers adjust accordingly.

The second ask is for the Department for Transport to collect data on the number of casualties specifically among recovery workers, as there is currently not a specific variable that captures the number of deaths and injuries of roadside operatives in accidents.

The third ask is to build on the important work done by the Slow Down, Move Over campaign, which seeks to improve awareness through the highway code of protocol for motorists when approaching the scene of an accident or a broken down vehicle. In the USA, the Slow Down, Move Over laws were implemented, and are now in place across all 50 states. Failure to abide by the law is punishable as a moving traffic offence, the same type of offence as drink-driving or speeding.

Finally, the campaign calls for the Government to halt the roll-out of all-lane-running motorways and to implement so-called smart motorways in a way that takes account of the rights of those who work on the hard shoulder, particularly recovery operators.

The campaign is for all those roadside and recovery workers who have experienced near misses or lost their lives, such as my constituent Sam’s partner, Steve. I would be grateful if the Minister in his response committed to meeting me, Sam and others to discuss the matter further so that we can make progress in protecting those who come to our rescue when we need it on our roads.

My next brief point is very different from the first, and is about safety on local roads, particularly roads affected by major housing developments. I have many local road safety issues, relating to junctions such as that at Bull Lane in Eccles or Walderslade Road, Chestnut Avenue or Luton Arches in Chatham, but I really want to emphasise the problems that the village of Wouldham faces as a consequence of poor traffic modelling relating to the new development of Peter’s Village.

In summary, as part of the planning agreement for the new village, a new bridge was built over the River Medway to provide a direct route on to the A228, which in itself provides a link to the M20, the M2 and the fast train to London from Snodland. The plans for that development were all agreed long before I was even the candidate, let alone the MP for Chatham and Aylesford, but it was clear that the fears of Wouldham village that it would become a victim of rat running to the bridge were dismissed and now the safety of residents is at risk.

Residents were reassured that the road modelling had been done and that it was believed that vehicles would go the long way round both in distance and time to get to the bridge, but the village is under siege. The volume and speed of vehicles travelling along the main road to get to the bridge creates a real fear, which I share, that it is only a matter of time until there is an accident. I have worked hard behind the scenes to try to alleviate the problem, and now are we beginning to make some small steps of progress, but the matter would not have got to this point if we had a better system of predictive modelling. Frankly, I think I could have done better modelling on my two-year-old’s car mat.

Southeastern Train Services

Tracey Crouch Excerpts

Tuesday 6th May 2014 Commons Chamber

[Heidi Alexander]

I do agree. In part, the problem is reliability, but one of the main issues that I want to focus on is the degree of overcrowding that we experience on our train services.

The case for tackling overcrowding on my part of the rail network is irrefutable. The problem is getting worse and is likely to deteriorate further if urgent action is not taken. Thousands of new homes are planned in places like Lewisham and Catford over the next few years, and it goes without saying that future residents will need to be able to get around. They will need to be able to get to work and to get back from other parts of London at weekends. Basically, they need a decent railway service to live their lives.

The population of Lewisham continues to grow. Despite asking various parliamentary questions on this subject, I am at a loss to understand when commuters in my constituency are going to see longer trains. All I know is that, according to an answer I received on 8 April, the Under-Secretary of State, the hon. Member for Wimbledon (Stephen Hammond), who is the railways Minister, does not think there is demand for longer trains on all services. Beyond that, I am afraid that I cannot get much sense out of the Department or Southeastern.

Currently, no 12-car trains serve stations in my constituency during the rush hour, but there should be such trains. Platforms have been extended. I suspect that millions of pounds has been spent on doing that job, although again, despite my asking parliamentary questions, the Department cannot tell me how much has been spent and refers me to Network Rail. When I have asked Network Rail, it has not got back to me. We have spent money on lengthening platforms but we do not have longer trains to stop at them. It is almost as good as the one about the aircraft carriers with no aircraft to use them. Surely in difficult economic times we should not be wasting expenditure in this way—we should be reaping benefit from it.

In the written answer I received from the Minister at the beginning of April, I was told that a study would be done in 2016 and that some capacity enhancements may be forthcoming from 2019. That is at least five years away. It is simply not good enough. The Minister is currently in the process of negotiating a new “direct award” contract with Southeastern. Following the mess that the Government have made of letting franchises elsewhere in the country, they have put on hold the letting of the new Southeastern franchise, deciding instead to award a series of shorter, directly awarded contracts. Is there no way in which they could negotiate longer trains on some services calling at stations in my constituency sooner than 2019? Could some trains not start closer into London?

I would be really grateful if the Minister could explain the issue. Is it the availability of rolling stock? Is it an unwillingness on the part of Government to fund longer trains? Is it that when he looks at overcrowding statistics for services into London he thinks that there is not a problem on services run by Southeastern? If it is the latter, I would urge him to speak carefully to his civil servants about how the standard definitions of overcrowding —passengers in excess of capacity, otherwise known as PIXCs—are calculated. My understanding is that the calculations include an allowance relating to what is deemed to be an acceptable number of people standing in addition to those sitting. The excess passengers figure comes on top of that and, given that my constituents experience the most crowded 20 minutes of the journey, I am not sure that those PIXC scores will paint a realistic picture of the levels of overcrowding experienced by commuters who live in my constituency.

I also understand that Southeastern amalgamates its performance data for all of its services, including its High Speed 1 services from the channel tunnel, which may also skew overall performance scores. Does the Minister look at disaggregated data for each of the different types of Southeastern routes?

[Tracey Crouch (Chatham and Aylesford) (Con)]

The hon. Lady is doing a very good job of standing up for her constituents who use the Southeastern service, which is also used by my constituents. Will she join other Kent and south London MPs in calling for the disaggregation of data as part of the new franchise agreement?

[Heidi Alexander]

I would be happy to join hon. and right hon. colleagues in calling for that. It needs to happen before the new franchise is let. Could we see it in the direct award contracts that the Department will be letting, I think, this summer?

I think you will have probably sensed my frustration, Madam Deputy Speaker, but I am not the only one who feels strongly about the issue. I speak on behalf of a very significant number of my constituents. Sadly, it comes as little surprise to me that the national passenger survey and surveys by organisations such as Which? put Southeastern at the bottom of the train operating company league table. I suspect that much of my constituents’ dissatisfaction is driven by experiences of overcrowding and a general sense that the service offered is woeful value for money. It also relates, as the hon. Member for Dartford (Gareth Johnson) has said, to a lack of clear, reliable, real-time information when there are cancellations and delays.

I know that Southeastern has requested an official review by the rail regulator of Network Rail’s performance, as not all problems relate to things in Southeastern’s control. I understand that, but there needs to be better communication with the travelling public and a sense that Southeastern is not just constantly trying to shift the blame to someone else. It would be useful if the Minister provided an update on the official Office of Rail Regulation review.

It would also be useful if the Minister provided his latest thinking on what should happen come 2018. Given poor performance and the fact that Southeastern’s parent company, Govia, received £82 million in Government subsidy last year, is he satisfied that the current franchising system is delivering the best deal for the taxpayer?

We know that the Government are reluctant to do a root-and-branch review of the structure of railways in the UK, presumably because they are concerned that it may throw up pragmatic solutions that go against the grain of their ideology. The public, however, want to know that if they are paying exorbitant sums for their travel, they are getting the best possible bang for their buck.

Could Transport for London, for example, become the franchising authority for Southeastern in future? Experience in south London with the London Overground has been positive, and TfL will soon become the franchising authority for some Greater Anglia services. Why do not the Government want to do the same for Southeastern?

I am conscious of the fact that this debate started earlier than usual and I would like to take a few more minutes to pick up on two issues relating to Southeastern services and connectivity: the Catford loop line and access arrangements at Lewisham station.

Many local people share an aspiration for four trains an hour to stop on the Catford loop. I am told that such a service could be introduced without detriment to other existing services. I have asked Ministers about this before and have been told that the detailed specification for services in a new Southeastern franchise has yet to be decided. However, given this interim period of four years before any new franchise, is there any possibility of upping the number of stopping trains on the Catford loop?

May I ask the Minister to revisit my correspondence with his predecessor, who is now the Secretary of State for Northern Ireland, about Southeastern’s determination to keep the platform 4 gate at Lewisham station permanently closed? If we want people to use the railway instead of their cars, stations need to be as easily accessible as possible. Although I understand Southeastern’s desire to tackle fare dodging by having a fully gated station, that makes no sense when the next station stops are not gated. With a significant regeneration scheme now under way next to Lewisham station and access arrangements reduced as a result, the platform 4 gate issue has taken on new importance. Even if it cannot be reopened permanently, might a temporary relaxation be allowed for the duration of the construction works on the adjacent development project?

I realise that I have been down in the detail of rail provision in my constituency, but these are important matters for many of those I represent.

London is a fantastic city to live and work in, but it is let down by its failing rail network. I am afraid to say that I am not sure that Ministers seem willing or able to intervene, let alone to learn lessons and correct the system. The result is that existing train operating companies are limping on, with passengers feeling voiceless and out of pocket. Put simply, when we ask people to pay sky-high fares for their travel, they should at least get a half-decent service.

Electric Vehicles (Vulnerable Road Users)

Tracey Crouch Excerpts

Wednesday 30th October 2013 Westminster Hall

[Tracey Crouch (Chatham and Aylesford) (Con)]

It is a pleasure to serve under your chairmanship, Mr Hood. I congratulate the hon. Member for North Tyneside (Mrs Glindon) on securing this debate on an incredibly important issue, although, as she pointed out, it is not as simple as one would hope.

The growth of electric vehicles is good for not only our economy, but our environment, so we as MPs should welcome it. However, it is clear from the research, cited several times in the debate, that such vehicles bring with them hidden and silent dangers to pedestrians and cyclists.

I have visited my local Guide Dogs branch, as well as the Kent Association for the Blind, and I will speak later about the challenges they face from electric vehicles. It is important, though, that we remember other pedestrians in this debate. I do a lot locally and nationally on the issues that affect elderly people. We have to recognise that they face particular challenges when they try to cross the road or stay connected within their local community. We welcome the growth of these silent vehicles—the electric cars—but some of them are frightening our elderly population, especially those in the early stages of dementia, who perhaps do not understand some of the technological changes. We always need to be aware of the issues that face them.

Let us not forget children. When they are taught the green cross code, they are told to stop, look and listen. We grow up remembering those three words. We would all confess that in our busy days, we often look, although in London we might not even stop. But we almost always listen. If we are not giving people the opportunity to hear cars coming, we are automatically removing a key aspect of the green cross code. We need to pay close attention to that.

[Stuart Andrew (Pudsey) (Con)]

I wonder whether, like me, my hon. Friend has walked between this building and Portcullis House and had a Government vehicle suddenly appear at her knee because she did not hear it come through the archway. It is bad enough for people like us; it must be difficult for anyone who is elderly or has a sight problem. We must think about those people, because that situation is challenging.

[Tracey Crouch]

I agree entirely. I have always thought that the sudden appearance of those vehicles is a consequence of my voting record and that there is an intention from Ministers or Whips.

My hon. Friend raised the point of there being areas in all our communities with blind spots and blind corners. Whereas someone can hear a normal car, a lorry or even a cyclist who has the good sense to ring their bell as they go round a corner, these silent electric cars cannot be heard. We need to remember that disabled people and people with limited mobility cannot necessarily turn their heads to see what is behind them.

We also need to remember that people with learning disabilities, particularly those with autism, get used to certain sounds in the environment—they know what they are looking for and are comfortable with certain things. All of a sudden, an electric vehicle might completely unsettle everything they know and have learned. Because they do not necessarily have the immediate sense of danger that they would get from another vehicle, they become incredibly vulnerable.

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

I am grateful to my hon. Friend for raising the point about autism. Many autistic people will have acute hearing issues and the frequencies they are attuned to can be very different from those who have what is euphemistically called “normal hearing”. Her point is powerful. We have to think about the unforeseen consequences of vehicles that to us might seem to represent an acceptable reduction in noise. Those vehicles can discombobulate people with autism in their daily lives.

[Tracey Crouch]

My hon. Friend is a great champion of those with autism, and I congratulate him on all the work he has done on the issue. He is absolutely right that those of us without a learning or physical disability do not necessarily understand the challenges that those with disabilities or impairments face. While we all accept and recognise the need for the growth in more environmentally friendly cars, we have to remember the other challenges that come with them.

[Daniel Kawczynski (Shrewsbury and Atcham) (Con)]

As one who represents a rural constituency where we are campaigning for more pedestrian crossings in various villages, I should say that the increase in traffic makes this a serious matter. I hope that the Minister will take on board the fact that the issue is acute in rural villages.

[Tracey Crouch]

I thank my hon. Friend for that intervention. My constituency is part-urban, part-rural, so I see the challenges from both sides: the densely populated areas with blind spots and corners and the villages with high hedges and everything else. Electric vehicles are bringing challenges in every part of our community.

I had the great privilege of attending the Kent Association for the Blind forum in my constituency last Friday. I did so as chair of the Medway council disability partnership board. I was asked to attend to answer various challenges, and the issue of electric vehicles was rightly raised with me. Other issues were also raised, such as how difficult it can be to get from A to B, even with a guide dog, or just with a stick. As my hon. Friend the Member for Sherwood (Mr Spencer) pointed out, being blind makes the other senses more acute and it shows how much we rely on them.

I heard an incredibly horrific and distressing story about a blind lady who uses a guide dog and came across a lady with a pram on a path. The lady with the pram refused to go into the road, because it would endanger her children, but the dog was trained not to take the blind lady into the road. There was a stand-off. As it happened, another pedestrian came along and challenged the lady with the pram, who refused to get out of the way. The pedestrian took the blind lady and her dog into the road and around the lady with the pram.

When the hon. Member for North Tyneside was talking earlier, I thought that if that good samaritan had not come along and helped and if that lady had gone into the road and an electric vehicle had been coming—the dog is there to help see and hear and be of assistance to the blind lady—there could have been a tragic consequence. We need to get greater awareness out to wider society, not only of the issues around electric vehicles, but of the issues around the partially sighted or blind. There are many issues in our local environments that challenge the vulnerable.

[Mr Buckland]

To reinforce my hon. Friend’s point, I put on a blindfold and used a guide dog along a main road with the help of my local Guide Dogs branch. It became immediately apparent to me that while the dog is there to work and guide the person, it depends on the commands the user gives. The problems that she has mentioned became immediately apparent to me when I found out for myself what it must be like to be visually impaired and rely on a guide dog.

[Tracey Crouch]

My hon. Friend makes another excellent point. Many members of the public are ignorant as to what the guide dog is there for. The same lady from the previous story told me about how she had got on a bus and asked the driver whether it was the one to Chatham. The bus driver said, “Can’t your dog tell you that?”, as if the dog could somehow read the number of the bus and communicate that in human language to the blind person. These are important issues about electric vehicles, but the debate also gives us the opportunity to discuss the many challenges that partially sighted and blind people face.

I commend the Medway guide dog puppy trainers, who I had the privilege of meeting recently. They are desperately trying to train the next generation of guide dogs in all the challenges of their local community, and they are finding it incredibly difficult to train the pups into understanding the challenges of silent vehicles. It was a challenge for me to hold 18 leads of puppies and for them all to sit still and smile at the camera. It was a pleasure to meet them, and I am pleased that the trainers raised the issue with me.

The studies show that losing sight equals losing confidence. A near miss is enough to make anybody very wary, regardless of whether they are blind, partially sighted, elderly, a child or even able-bodied. The Health Secretary recently spoke of the dangers of chronic loneliness, and we do not want to isolate people further from their communities. People with a physical or learning disability already face social isolation, but if we put extra dangers and challenges in their way by increasing the number of electric vehicles without providing any means to protect them, another vulnerable group could end up experiencing chronic loneliness.

There are international comparisons out there. The US and Japan have taken strong action, and the hon. Member for North Tyneside spoke about the European parliamentary vote. I am not often inclined to support things that come out of Europe, but it has taken a lead on this issue on behalf of everybody across the EU, and it is important that we listen to what it is saying. We should do that for not just the visually impaired, but older people and children.

It feels as if the UK is lagging behind, so I urge the Minister to think carefully about the concerns raised this afternoon. If he cannot reassure us today, I hope he will go away and think, as a former road safety champion, about the issues raised for many people and about how we can protect the most vulnerable, including the groups I have highlighted.

--- Later in debate ---

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

It is a pleasure to serve under your chairmanship, Mr Hood, in this excellent and powerful debate. All credit is due to my hon. Friend the Member for North Tyneside (Mrs Glindon) for securing it and for raising the issues in such a powerful way. Credit is also due to Guide Dogs and the other organisations that have put the issue of quiet vehicles and vulnerable road users on the agenda for so many of us. It would be an important debate whenever it took place, but it is particularly timely that it is happening now, because further EU negotiations on the regulation on the sound level of motor vehicles will happen next week before an agreement on audio-alerting systems is reached at the next EU Transport Council on 5 December.

The debate is therefore not before time and is critical in the context of our future transport policy. It is important to put it on the record, as many hon. Members have, that this debate is not anti-electric or hybrid cars. Indeed, I am a fan of both. Two weeks ago, the Minister and I both stressed the importance of such vehicles in future transport policy. Making low-carbon transport options accessible and affordable is a priority for us all. I saw the importance of that when I helped to launch the new E-Car Club location in Poplar just last week. As well as improving access, the Government must focus on establishing proper safety standards.

This does not happen often in a Westminster Hall debate attended by many hon. Members from all parties, but we have today had absolute unanimity. We heard interventions from my right hon. Friends the Members for Oxford East (Mr Smith) and for Coatbridge, Chryston and Bellshill (Mr Clarke), my hon. Friend the Member for Manchester, Withington (Mr Leech) and the hon. Members for Strangford (Jim Shannon), for Mid Dorset and North Poole (Annette Brooke), for South Swindon (Mr Buckland), for Pudsey (Stuart Andrew) and for Shrewsbury and Atcham (Daniel Kawczynski). We have heard powerful speeches from my hon. Friends the Members for Inverclyde (Mr McKenzie), for Clwyd South (Susan Elan Jones) and for Worsley and Eccles South (Barbara Keeley) and the hon. Members for Sherwood (Mr Spencer), for Chatham and Aylesford (Tracey Crouch) and for Angus (Mr Weir). One way or another, they all said the same thing: we need action and agreement on audio systems for electric and hybrid cars and other quiet vehicles before they become mainstream and not afterwards, when there has been an increase in collisions. My worry, however, is that that is what the Government’s policy is risking. I echo the points of my hon. Friend the Member for North Tyneside about the importance of proper legislation for road safety and will ask several questions of the Minister today.

It has been established that electric and hybrid vehicles can pose both a real and a perceived threat to the safety of vulnerable road users. The importance of vehicle noise in helping road users gauge proximity, direction and speed of nearby traffic has been mentioned many times today. It is right that most attention has been focused on blind and partially sighted people, but the range of affected people is wide and includes children, people with autism and older people. We are not even necessarily only talking about pedestrians; my right hon. Friend the Member for Oxford East rightly mentioned cyclists. If noise is eliminated from road vehicles, the risk to vulnerable road users increases.

[Tracey Crouch]

Another group has been pointed out to me on Twitter during the debate this afternoon. Someone tweeted me to say that they drive a Toyota Prius and are amazed that they have not yet knocked over and killed somebody who has stumbled out into the street when drunk. Walking around our town centres on a Friday or Saturday evening, one can understand where they are coming from.

[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?

--- Later in debate ---

[Mr Goodwill]

Certainly, we will be keen to look at research as soon as it becomes available. Funnily enough, as a former MEP, I know that the issue was discussed in Europe more than seven years ago, but there was not sufficient research on which to move forward. Much of the work that we carried out in the European Parliament was about how to make vehicles quieter. We looked at how to make tyres quieter and how to improve our urban environment by having quieter vehicles. After all noise has an impact on us all.

[Tracey Crouch]

Is the Minister aware that research from the European Union found that 93% of blind and partially sighted people have already experienced difficulties with electric vehicles? In the Department’s research, are the figures broken down by groups of people? For example, do we know whether the instances that he has highlighted involved other vehicles or pedestrians and whether those pedestrians were partially sighted or blind?

[Mr Goodwill]

I shall certainly mine into that information to see whether I can give my hon. Friend a bit more detail. As there is a relatively small number of hybrid and electric vehicles, and a small proportion of people affected because of sight problems, it is difficult to get statistically valid information.

We should recognise that drivers are responsible for driving with consideration and for avoiding accidents, and we need to be cautious about taking any position that might be seen as shifting responsibility for accident avoidance further towards the pedestrian. We should also avoid confusion with, for example, alerts that sound at pedestrian light controlled crossings. Bearing in mind that people travel extensively around the world, any confusion over that is something of which we should be aware. That is why we support an international agreement on that, and hopefully we can move forward in that way. Drivers should be paying attention, and they should not rely on the noise of their vehicles to warn pedestrians of their approach, or that they are about to move off.

We are keen to continue to work with Guide Dogs and its partners on this issue. We have forged a valuable relationship with them, and ministerial colleagues and I remain committed to finding a solution that continues to help its members enjoy their use of the road. Equally, we must be wary of throwing the baby out with the bathwater. We should not forget that vehicle noise is a major blight on our towns and cities. A significant proportion of UK citizens are regularly exposed to road traffic noise above the level that the World Health Organisation considers a serious risk to public health. Quieter vehicles have the potential to transform our towns and cities, making them far more pleasant places in which to live and work.

Rail Franchising

Tracey Crouch Excerpts

Tuesday 26th March 2013 Commons Chamber

[Mr McLoughlin]

I can assure the hon. Lady that there will be investment during those periods. In anything where I negotiate directly in awarding contracts, I look at the way services can be improved, and I hope to be able to make a statement shortly on some of those particular services.

[Tracey Crouch (Chatham and Aylesford) (Con)]

The Secretary of State will be aware that Southeastern is consistently one of the worst performing and most expensive train operating companies in the country. Can he therefore explain why it has been given the longest extension—50 months? Can he assure my constituents that the extension is not a reward for failure? What opportunity will passengers have to engage in the process of direct awards as it is finalised?

[Mr McLoughlin]

None of these direct awards will be made without getting the maximum we can out of the companies, talking to them and getting improvements in services. Where there have been let-downs, I will certainly want the companies concerned to address those problems.