The Minister of State was asked—
Mersey Gateway Bridge
The inspector’s report following the recent public inquiry is not expected to be received until the middle of December and its recommendations will need to be considered carefully before the Secretary of State can announce the decisions. A further decision on funding will be taken after that.
May I urge my right hon. Friend to make a decision as soon as possible after the inspector’s report has been received? I remind him of the project’s importance for Cheshire and Merseyside, as it will ease congestion, improve public transport and create more than 4,000 jobs. It will also create hundreds of much-needed construction jobs during its construction phase.
I acknowledge the role that my hon. Friend has played as an advocate for the Mersey gateway bridge. I have heard him ask questions of the Prime Minister and raise the matter in debate, and I have also heard the representations made by Halton borough council. I commend both him and the council for all the hard work that they have done.
My hon. Friend has heard from me the time scales in respect of when we expect to receive the public inspector’s report. He will be aware of the scheme’s complexities, but I assure him that we have taken on board the points that he has made and the sense of urgency that he has expressed this morning.
I understand from Network Rail that it plans to enable around 50 per cent. more rail services to run on Boxing day 2009 to reflect changing travel demands, and I welcome this. As my hon. Friend is aware, Boxing day service provision is a matter for the train operating companies and Network Rail, as the owner and operator of the national network.
The almost full level of service on Boxing day in every other EU country means that people can visit family and friends, attend sporting fixtures or go shopping in the sales. When I met Lord Adonis this spring he promised to contact the train operating companies on this matter. Should not the Government take a more active role in promoting a comprehensive Boxing day service in future?
I congratulate my hon. Friend on the way that he has advocated the development of services on behalf of the public, but I must advise him that his international comparisons suggesting that this country is unusual in providing a relatively low level of service are misleading. Although Boxing day is a public holiday in England and Wales, by and large it is not in many continental European countries. I know that he understands that the seasonal break is an important time for Network Rail to take possession of busy lines to undertake essential maintenance. Although that will mean that there will be no access to destinations such as Manchester international airport this year, there is evidence of growth in travel over the Christmas and new year period, with 23,000 more trains running in 2008 than in 2007.
The Minister gave the House an interesting answer when he said that services had increased by 50 per cent. So that we can understand that figure, will he say to what extent that represents the normal service on any other working day of the year?
To travel on a bank holiday, British citizens need to know the train operators’ timetables, but the data are licensed as the companies’ intellectual property. Does not my hon. Friend think that the timetable data belong to the people, and that we should make them available for free?
Is it not symptomatic of the culture and mindset that persists in the railway industry these days that Boxing day, public holidays and Sundays are somehow not regarded as days on which people travel, as they were 50 years ago? When are we going to get the seven-day railway that Network Rail promised us? Is it not time that, instead of thousands of people being shoved on to bus replacement services, we had guaranteed rail services on Sunday? To give Network Rail an incentive and passengers a chance, should not Network Rail give a third off the ticket price to those who are forced on to buses?
This Government are the first Government to assert the notion of the seven-day railway, and in doing so, we have had constructive dialogue with Network Rail about the scheduling of maintenance works. Of course, one of the challenges we face now is that we are investing more in our railways than ever before to ensure that they are properly maintained. To undertake those works, the railway must be possessed by Network Rail, which will judge the best time to do the work, which is inevitably a Sunday.
We have asked High Speed 1 to consider the potential development of a high-speed line beyond the west midlands, in particular the potential for the new line to extend to the conurbations of Greater Manchester, Yorkshire, the north-east and Scotland.
It is expected that high-speed rail services to Yorkshire would result in a measurable impact on economic benefits. Greengauge 21, for example, suggests that a high-speed network would create some £6 billion of economic benefit to the region. The Government look forward to receiving High Speed 2’s report on high-speed rail at the end of the year.
It is good to see the Government taking action to promote high-speed railways, but when Network Rail published its report in August favouring the north-west over Yorkshire and the north-east, did the Minister of State notice, as I did, that it had failed to conduct the same economic analysis of the benefits of the north-west route and the Yorkshire route? Will he confirm that the Government will continue to consider Yorkshire and the north-west on equal terms, and to pursue equally claims for routes on both sides of the Pennines?
May I, through you, Mr. Speaker, reassure my hon. Friend that HS2’s outlook is national? It is important that we bear that in mind. Some people would draw on the back of an envelope a line from London to Birmingham to Manchester to Leeds, and that would be their high-speed link. We examine the benefits to all the corridors in our country to ensure that all parts of the country get the benefits of high-speed rail.
Successive Governments have spectacularly failed to tackle the north-south economic divide in any meaningful way. Businesses and politicians in the north-east now believe that one way to tackle the north-south divide is to make the travelling times between the two shorter and bring the two closer together. Those are the priorities for the north-east in terms of high-speed rail. Does the Minister share them?
My hon. Friend makes an extremely important point about the vision we have for high-speed rail. One of the things we deliberately asked High Speed 2 to look into was the benefits of extending the high-speed link to Manchester, Yorkshire, the north-east and Scotland. It is important that, when HS2 reports this year, we consider the report and come back with proposals next year. The alternative is short-term gimmickry to get a standing ovation at a party conference.
The Yorkshire Post this morning again highlights the importance of high-speed rail for the north of England, with its “fast track to Yorkshire” campaign, so I want to ask the Minister: will he promise us a year by which time construction of a new high-speed rail line to the north of England will have begun?
I welcome the hon. Lady’s contribution to infrastructure investment. I wish she was as enthusiastic about Crossrail in London as she claims to be about high-speed rail. As for the timeline, we look forward to receiving the report from High Speed 2 later this year. My right hon. Friend the Secretary of State, who is a workaholic, will consider the report from HS2 and, I am sure, come back with proposals as soon as possible. Perhaps, if his infectious workaholism spreads, the construction work will begin as soon as the hon. Lady wants.
I am sorry that the hon. Lady has spent so much time arguing with the Mayor of London that she has not read, for example, the evidence given by David Rowlands to the Transport Committee in June, or the copies in the Library of letters sent by Lord Adonis to David Rowlands, and his responses, which make the matter quite clear. My noble Friend writes in particular about
“the potential for HS2 to extend to the conurbations of Greater Manchester, West Yorkshire, the North East and Scotland.”
I undertake to send the hon. Lady copies of Hansard, the minutes of the Select Committee and letters confirming our commitment. I wish that she would make the same commitment.
The percentage of road deaths involving collisions with heavy goods vehicles has averaged 14 per cent. over the past five years—an HGV being a goods vehicle with a gross vehicle weight exceeding 3.5 tonnes.
Of those 40 to 50 lives lost per annum, 15 could be saved if the European Community directive on fitting retro-reflective conspicuity tape to HGVs were immediately implemented. Why, therefore, has my hon. Friend decided to postpone the implementation of that directive until the very last minute, in 2011? The Freight Transport Association said in Commercial Motor last month that the impact on the industry would be “minimal”.
We undertook to look at the impact, which was in the impact assessment that was set out and published, and we found that the actual cost would be between £186 and £388 per vehicle. That would mean a cost to the industry annually of some £16 million to £17 million. We had to assess whether, in the current economic situation, it would be right to impose that cost on the industry, and we decided at this stage not to gold-plate the requirements, which will need to come into force by July 2011. Of course, that does not stop companies fitting the markings themselves. In addition, we will continue to work with HGV drivers through SAFED—the Safe and Fuel Efficient Driving programme —and the Safer Driving and the Driving for Work programmes, for example, on this and other health and safety issues.
A worrying proportion of fatalities, accidents and near-misses involving HGVs on the M1 and A14 in Northamptonshire is down to foreign lorry drivers and foreign lorries. When will the Government take that issue extremely seriously?
For the record, may I make sure that the House is aware of the statistics? In fact, the number of reported accidents involving fatal casualties and side and rear collisions with heavy goods vehicles has fallen. In 2006, there were 183; the number fell to 176 in 2007; and it fell to 148—an almost 16 per cent. reduction—in 2008. Indeed, the number of accidents involving HGVs has fallen further. The steps that we are taking in respect of all HGVs, including foreign-registered vehicles, include an additional £24 million for the Vehicle and Operator Service Agency to undertake further checks on international lorries to ensure that they are roadworthy.
Local Transport Plan
No. Local authorities already have almost complete discretion to invest in transport as they see fit. They are obliged to seek approval only when they are bidding for additional funds from the Department—for example, for major schemes of more than £5 million.
The truth is that there is a box-ticking mentality in the Department, whereby local authorities have to comply with central Government criteria when allocating road improvement funding. Will the Minister accompany me on the protest march along the Berrow coast road this Saturday, when we will be campaigning for the so-called missing link, where there is no footpath or cycle way at all, in aid and support of local democracy over central Government control?
I think that the right hon. Gentleman made a similar allegation last year about the DFT interfering with what Somerset county council wanted to do, and he was wrong then, too. There are a number of ways in which one can obtain funding for transport projects. First, there is the £1.3 billion of capital funding, which has no strings attached whereby we could stop local authorities from doing what they want. Secondly, there is the revenue support grant: again there is no ring-fencing, and no project is subject to criteria. Thirdly, there are local transport plans. The right hon. Gentleman would expect us to be responsible to the taxpayer for contributions of more than £5 million. This is not about box-ticking; it is about ensuring that taxpayers’ money is spent properly and we get value for money. I am sure that he would welcome that approach.
As my right hon. Friend the Member for Wells (Mr. Heathcoat-Amory) pointed out, it is to this Government’s continuing shame that they are killing off so many innovative local transport schemes by national diktat. When will they do what they have done in so many areas of transport, not least in relation to the question asked by my hon. Friend the Member for Chipping Barnet (Mrs. Villiers)—drop their policy, follow our policies, and allow local authorities to make truly local decisions?
One of the problems in doing what the hon. Gentleman claims to want to do is that his party in Westminster disagrees fundamentally with the Mayor of London on so many issues, whether it be Crossrail, an estuary airport or speed cameras. On funding, the hon. Gentleman should be aware—if he is not, I am again happy to undertake to write to him to educate him—that any major funding scheme below £5 million needs no approval from the Department for Transport. It is right and proper that we have a duty to taxpayers to ensure that money is spent properly, but there is a light-touch approach. When a major project is submitted to the Department, we work with those involved to ensure value for money and deliverability. I do not apologise for ensuring that every penny of taxpayers’ money is spent properly.
The Department for Transport does not hold that data for 1997 or 2008. The deployment of speed cameras and the number in place is a matter for local road safety partnerships.
I am grateful for that rather inadequate answer. The Minister will know perfectly well that the number of speed cameras has almost trebled since 1997. Since statistics from his own Department from 2008 show that only 5 per cent. of road accidents are caused by breaking the speed limit, do the Government not need a broader strategy to reduce fatalities and casualties on our roads, instead of continuing to be a one-club golfer?
The hon. Gentleman has obviously taken his line from his Front-Bench colleague the hon. Member for Chipping Barnet (Mrs. Villiers), in terms of the idea that there is only one part to the Government’s road safety strategy. It is blatantly clear that that is not so. Our strategy is centred on education, enforcement and engineering. Let me point out that last year, excessive speed remained a contributory factor in 26 per cent. of all deaths on our roads. Although we have had a 14 per cent. reduction overall, which is part of our strategy, excessive speed had an effect in 26 per cent. of cases, involving 600 individuals. I make no apology whatsoever for giving local partnerships the choice in taking forward measures that will help to save lives, which all the evidence indicates happens with speed cameras as part and parcel of the approach, or one tool in the armoury.
Let me add that the Mayor of London—
I will write to the right hon. Gentleman specifically about the requirements of the national strategic network in relation to speed cameras. Speed cameras that assist in slowing people down help to save lives. Indeed, that is endorsed by his own party, in the shape of the Mayor of London, who wrote to the Secretary of State saying that safety cameras had helped with speed and saved 400 lives.
Has the Minister seen research from the university of Liverpool and the department of statistical science at University college London on the regression to the mean effect? Does not that call into question some of the claims made by the Government on the effect that fixed speed cameras have on reducing accidents?
Obviously, one would expect any Department worth its salt to keep the evidence always under review. Equally, the hon. Gentleman will be aware of evidence showing that where speed cameras were in place, there was a reduction of up to 42 per cent. in serious injuries and deaths. Of course we keep matters under review, but these measures save lives, and are one of the right ways forward for local partnerships. The change was made in April 2007, so the great announcement recently made in Liverpool that we would end centrally controlled cameras is not correct; that is a matter for local decisions in the local partnerships that are doing sterling work to help to save lives.
Obstructive Sleep Apnoea
The Department for Transport has sought to increase awareness of undiagnosed obstructive sleep apnoea by including relevant literature in correspondence sent to vocational drivers and operators. It has also undertaken focused presentations to representative bodies, published informative articles in motor trade industry magazines and increased awareness among medical professionals.
I thank my hon. Friend and the Secretary of State for their interest in this issue. My hon. Friend will be aware of recent academic research suggesting that one in five lorry drivers may suffer from sleep apnoea. Given that if diagnosed and treated it does not prevent lorry drivers from continuing their careers, but that if undiagnosed and untreated it means they are a risk to themselves and other people on the roads, can his Department commit to doing even more?
May I first put on the record my recognition of the dogged determination that my hon. Friend has shown in campaigning on this issue? I thank her for arranging with me a meeting with her constituents, including the father and fiancée of her constituent who was killed as a result of this problem. I can guarantee that we will continue to work with the charity sector, the medical profession and occupational health to raise awareness. We will review the new Australian research to which my hon. Friend refers when the full evidence is available, and we are taking steps to reissue guidance to general practitioners on the medical form D4.
London Midland has now received 37 new class 350/2 Desiros and retained seven four-car class 321 trains to provide additional capacity. From December there will be five additional Watford peak services to help reduce overcrowding on Northampton trains between Watford and Euston. That has led to an overall improvement in the public performance measure to 90.7 per cent. for the period from 23 August to 19 September 2009, against 86.6 per cent. in the same period last year.
I am grateful for that answer, but is the Minister aware of the local concerns about the urgent need for real, substantial long-term improvements to the train service? There is local anger about the day-to-day management of services, including cancellations, overcrowding and the farcical failure of the train company to get even the announcements on trains right. Will he or one of his colleagues therefore come to Northampton to meet rail users, listen to their concerns and take up the issues of concern to commuters in Northampton?
One of the Secretary of State’s predecessors was in Northampton only in April, but my noble Friend has advised me that if he is in the area he will be happy to meet my hon. Friend and the local rail user group. I assure her that the performance of the train operating company is the subject of regular scrutiny by the performance delivery group, which I chair. We look closely at factors that contribute to any delays or cancellations, whether they are caused by Network Rail or by train operating companies.
Goods Vehicle Testing
In assessing its change programme, VOSA considered the impact on its entire customer base, most of which consists of small and medium-sized businesses. Service criteria have been established, based on independent market research and customer consultation.
I thank the Minister for his reply. Operators will welcome any improvement to efficiency in the test station network, but there is great concern among very small businesses about the likely cost impact when the tests are carried out by a private company. When will he be able reassure them, and when will a decision be made, as to the likely cost of tests under the new arrangements?
The overall policy is to ensure that we have testing facilities that are closer and more responsive to the customer base. Indeed, as my substantive answer suggested, some 90 per cent. of all operators have fewer than six vehicles. That represents the vast majority of VOSA customers, and we are keen to ensure that they are not penalised. There is a £6 premium on designated third-party premises at this stage. We are reviewing that and would expect to see it removed within the next two years.
I shall write to the hon. Gentleman about the position in the Isle of Wight, but overall, we seek to ensure for customers that 90 per cent. of the population is covered by facilities that are within either 30 miles or 60 minutes of them: that is our 30-60-90 rule. Obviously, we will struggle to maintain that in some places, but we will always review the situation and undertake to look for further designated third-party premises.
Ministers and officials within the Department for Transport have regular discussions with the rail industry about the functioning of rail franchises. The Department continues to manage the delivery of obligations of all rail franchise contracts, and officials report frequently on delivery to the Secretary of State.
Are the Government minded to reconsider the length of the franchise offered, particularly for the east coast main line? Does the Minister share my concern about the debt that the company that holds the franchise—the second company to have failed when holding it—has run up with the banks, which of course is now being serviced by the taxpayer? This is a particularly difficult time, so what is he going to do about that franchise?
The hon. Lady raises an excellent point. We keep our options open on the form and length of rail franchises. She is right to imply that a longer franchise might help to support more investment and provide greater stability, but she will be aware that when the directly operated—[Interruption.] I am sorry, Mr. Speaker, but there is a lot of chuntering from Opposition Front Benchers. Clearly—[Interruption.]
I am afraid that the public schools they went to did not teach them manners.
The point is that when the Directly Operated Railways company takes over the running of the line next year and when it comes to retendering, one of the things that we could look into, and seek representations on, is whether the franchise should be longer.
My noble Friend the Secretary of State looks into some of the issues that the hon. Gentleman has raised, including rail usage—who is using the railways—and whether there are advantages in how a franchise is run. One advantage of retendering is that we can take on board passengers’ concerns. This is not directly relevant to him, but we recently refranchised South Central and asked Passenger Focus to ask users what they would like to see in the next franchise. I am happy to arrange for the hon. Gentleman to meet officials to discuss what can happen in the next phase in relation to his constituency and his community.
Under the concession agreement, there is a need for a wide range of regular meetings with the concessionaire, Severn River Crossing plc, regarding day-to-day routine operational and maintenance issues, financial and contractual matters, and contingency planning. Issues recently discussed include operational maintenance, planning for events, including the Ryder cup in 2010, and the use of tag and credit or debit cards for Severn bridge toll payments.
The Minister will be aware that users of the Severn bridges can pay by cash, cheques or euros, but not by credit or debit cards, which is particularly incomprehensible for first-time visitors to Wales and causes a lot of inconvenience. Will he reassure my constituents that this long-standing issue is moving to a satisfactory conclusion?
I have been reading the letters that my hon. Friend has written to the Department, and the Hansard reports of the questions that she has raised. The Under-Secretary of State for Transport, my hon. Friend the Member for Ipswich (Chris Mole), has reminded me that he met the Highways Agency as a direct result of her representations. She will be pleased to know that, in parallel with the negotiations with the concessionaire, we have proposed the necessary amendments to secondary legislation to permit debit and credit card payments at the Severn crossing. As a consequence of her representations, the agency has asked the Severn River Commission to consider the feasibility of introducing a variant of the season tag, which would be suitable for regular car-share groups.
First Great Western operates two daily services to Torbay via Taunton that take around three and a quarter hours, and South West Trains operates two slower services via Yeovil that take around four and a quarter hours. The South West Trains services will be withdrawn in December 2009. Few passengers use these services to travel to Torbay from London, and regular faster services are available from London to Torbay by changing at Newton Abbot.
I am not sure that many other constituencies face a halving of their direct line services to London. The Waterloo service is cheaper than First Great Western and is used by people, including occasionally the MP for Torbay to get from the constituency to London. Will the Minister review the situation in the light of the fears of the tourist industry that it will lose custom as a result of those cuts?
I assure the hon. Gentleman that the number of trains on the Torbay branch line will remain the same, providing access to Torbay. The Department has received no representations from South West Tourism on this issue. If the Liberal Democrats would run rail services because they are totemic rather than because they meet passenger needs, it perhaps tells us something about how unprepared they are to take—
Since our last questions in June, the Department has made a significant number of policy announcements. To keep in your good books, Mr. Speaker, I will keep it short. We have announced a £1.1 billion programme for electrification of the Great Western main line and of the line between Manchester and Liverpool, a £14 million package to transform facilities for cyclists at rail stations and green permit schemes for works in the street in London and Kent. We have published “Low Carbon Transport: A Greener Future”, and more details are available on the Department website.
Does the Minister support, as I do, the proposal from the Association of Train Operating Companies that the Crewe to Chester line should be electrified, not least because of its importance to the Cheshire economy and to Crewe as one of the country’s key railway junctions?
I thank my hon. Friend for her helpful question. In the last 13 years, we have introduced a rural bus subsidy scheme that gives more than £15 million each year to subsidise buses that otherwise would not be profitable to run. In addition, we have given more money to the revenue support grant scheme, which means that main buses can be funded. We also fund community transport buses, which leads to a number of buses being run that otherwise would not be run. She has raised the important point that social justice demands that rural communities have buses that run.
In the work that we undertook for what ultimately became the 2003 aviation White Paper, a substantial review was undertaken into the impact and requirements, for the foreseeable future, of the level of air travel within the UK and for long and short-haul flights. I was recently at Heathrow airport, and although we have obviously committed to investment in high-speed rail and to taking that forward, the proportion of flights to Heathrow is 8 per cent. internal and 7 per cent. short-haul—the vast majority of flights are, of course, long haul, which need to be made.
Again this week, there was an article in a national newspaper on the unacceptable behaviour of a senior manager working at Network Rail. I have been raising this matter, along with the Transport Salaried Staffs Association, for seven or eight months. I had a debate in Westminster Hall on the issue, where I asked 14 questions about it. Can I get an answer to those questions?
Industrial relations and staffing issues are between employers and their staff—in this case, Network Rail and its employees. Network Rail is a private company and the Department cannot involve itself in the staffing and operational aspects of the company’s activities.
I have had discussions this week with the Minister for the South West that indicated that the regional funding allocation for the south-west region has been reassessed, and that it is possible now that the majority of the funds for the redoubling of the Swindon to Kemble link can be found within the region. I will certainly be talking with departmental officials about closing the gap.
My hon. Friend has raised an important issue. We spend £1 billion on the concessionary bus fare scheme, which enables 11 million people who are either over 60 or disabled to use buses free of charge after 9.30 am and before 11 pm who would otherwise not be able to do so. He makes an important point about access to the railways, and I will write to him to give a substantive response, but suffice it to say that we have spent more money this year on such things than ever before in the history of this Government.
As an old boy, the hon. Gentleman will remember the privatisation of the railway sector. As an old boy, he will remember the privatisation of the buses. As an old boy, he will remember the fragmentation of the public transport system. And he will remember the chronic under-investment in our public transport system for more than 20 years. Over the past 13 years, we have seen a 20 per cent. increase in the use of our buses, a 40 per cent. increase in the use of our railways and investment in the future as well. I am proud of that.
All the regions of the UK get their fair share of rail investment and have done through the life of this Government. Indeed, the hon. Gentleman should recognise that, within his region, the Northern Rail franchise receives more subsidy than any other train operating company in the country.
I thank my hon. Friend for her question. It is certainly true that there are issues about the national minimum wage legislation that we need to consider. At the same time, we should recognise the international nature of the shipping industry. One of the other achievements under this Government has been a substantial increase in the number of UK-flagged ships in terms of tonnage. I want to ensure that that continues. We are currently having further discussions with the industry and unions about the issue.
We speak all the time to key stakeholders. The hon. Gentleman will be aware that National Express East Coast continues to run the railway. The directly operated company, as a shadow, is ready to take over the running as and when required, and there will be a seamless transition. However, he can write to my right hon. Friend the Secretary of State any time that he wishes to do so.
The Minister will be aware that Norfolk is the only county in England that does not have a dual carriageway linking it to a national road trunk network. Does he share my hope that the public inquiry into the dualling of the A11 from Thetford to the Five Ways roundabout will not push back the timetable for the project? Can he also give me an absolute assurance that—
May I ask the shipping Minister to have an urgent look at pay in the Maritime and Coastguard Agency? Last year senior managers were given an average increase of 15 per cent., compared with front-line staff, who got 1 per cent. Surely that is not acceptable.
I have regular meetings with the MCA. There has been a reduction in the number of directors and a change in the provisions. However, we are obviously concerned to ensure that all public sector expenditure not only is in accordance with agreements, but is value for money and delivers the requirements that we need, in this case through the MCA.