1. What the current budget is for High Speed 2. (900267)

5. What the current budget is for High Speed 2. (900272)

The spending round of 2013 set a long-term budget for the delivery of HS2 of £42.6 billion. That is made up of £21.4 billion for phase 1 and £21.2 billion for phase 2. The budget includes significant contingency provision of £14.4 billion. That budget is being tightly monitored by the Government and we are confident that the railway will be delivered for less than that figure. I have set HS2 Ltd a “target price” for phase 1 of £17.1 billion.

France, Germany, Japan and many other countries have benefited hugely from their high-speed rail links, and many of us are fed up with a largely London-based commentariat that is seeking to stop a north-south high-speed rail link for this country, but does the Secretary of State agree that, if we are to build a better consensus, it is extremely important that the budget figures he referred to will be both monitored and met?

I completely agree with the hon. Lady. We have a good record of delivering big projects on time. The Crossrail scheme, which is being built at the moment, involves more than £14 billion and is the largest construction project in Europe. It will greatly enhance transport in London; it is essential, but HS2 is essential for the rest of the country.

The Secretary of State has outlined the significant budget of the HS2 project, but what assurances can the Government give me and the people of Swansea East that they will give full consideration to the proposals of the Howard Davies commission and the benefits of a future high-speed rail link between Cardiff and Heathrow airport?

I do not want to anticipate or prejudge what the Davies commission report will say. The commission is very important and its interim report is due by the end of the year. The hon. Lady makes a point about infrastructure and the rest of the railway network. It is essential that we carry on investing in rail services in other parts of the country and, over the next spending review, Network Rail plans to spend some £37.5 billion on the current railway network.

The Secretary of State was forced this week to launch a so-called fightback with a piece of expensive and self-justifying research from KPMG on HS2, because he has lost control of the budget and of the arguments, including the need to travel at speeds in excess of 250 mph. It is about time that we replaced HS2 with a thoroughly researched and prepared integrated transport strategy for all regions, including Wales, and covering air, road, rail and communications links. When will he cancel that project and produce a decent overall strategy?

I am not sure I was forced to do anything, but I was asked by the Public Accounts Committee to do proper research and to back up the case for HS2. I dare say that if yesterday’s report had come out negative, all those people who are against HS2 would have been shouting it from the rooftops. Because it came out positive, they are opposed to it.

The KPMG report showed that every region of Britain will benefit from plans for HS2 to go as far as Leeds and Manchester, but Scotland and the north of England would benefit even more if the lines extended to Glasgow, Edinburgh and Newcastle. How are the Secretary of State’s discussions with the Scottish Government progressing in that regard?

I am prepared to have the meetings with the Scottish Government. I announced last October that we would be looking to take the line to Scotland. That work is ongoing.

The Secretary of State referred to funds to be invested by Network Rail in the classic lines. Will he give an assurance that, in addition, there will be sufficient funds to invest in new passenger and freight services on lines freed by the development of HS2?

Indeed. The hon. Lady who chairs the Transport Committee embarks on an important point. One key problem that any future Government will face is that of capacity on the network, as well as speed, and this line is also very much about capacity. If we made the improvement that some people suggest on the present line, it would lead to capacity increases of about 53% between London and Birmingham. HS2 will lead to a capacity increase of 143%. That is why it is so important to meet the objectives that we both have.

My right hon. Friend says that HS2 is about capacity rather than just speed, so will he instruct HS2 to cut the speed so that the route can be more flexible and do less damage to dozens of communities along the route, including five in my constituency?

I have tried to say that the case for HS2 is not just about speed and that capacity is one of the main reasons for it. Although the reduction in journey time between London and Birmingham is not huge—it will be in the region of 30 minutes—for great cities in the north such as Manchester and Leeds the reduction will be very beneficial. There is not just one reason; there are many reasons for doing this project. Even if we took the line down to a lower speed limit, it would not reduce the cost by much—we would be talking about 90% of the present cost, rather than 100%.

14. I agree with the right hon. Member for Chesham and Amersham (Mrs Gillan). Has the Secretary of State looked at an alternative integrated rail system, as opposed to high-speed rail? Is there a Treasury limit on spending for that project? (900283)

I have set out carefully the spending limit, and we have a put in place a reasonable contingency, based on internationally recognised figures. It is a big contingency and I hope, as the chief executive of Network Rail said a few weeks ago, that the project could come in under the budget that the Government have allowed.

The KPMG report this week revealed £15 billion of economic growth, mainly in the main conurbations of the north. Will my right hon. Friend confirm that not just those main conurbations but smaller towns and cities such as Chester will benefit from new and increased services because of increased capacity on the west coast main line?

My hon. Friend is absolutely right: this does add to the capacity and more services. Since I have been Secretary of State for Transport, I have noticed that my colleagues on both the Opposition and Government Benches always press for more and better services. If we are to adapt that and celebrate the success of railway travel, which in this country has gone from 750 million passenger journeys a year to 1.5 billion, with an increase doubling on inter-city lines, we must find that extra capacity.

There is strong, cross-party agreement that a new north-south line is vital to tackle the serious and growing capacity constraints on our existing rail network. Will the Secretary of State confirm that this investment will not draw funding away from essential upgrades to the existing rail network such as the northern hub, electrification, and new inter-city trains? Does he agree it is imperative that the new north-south line remains on budget and on track?

I entirely agree with the hon. Lady, and she has pointed out three important projects that will take place between 2014 and 2019: 880 miles of electrification; the new purchase of inter-city express programme trains for the east coast and great western lines; and the northern hub. Those important projects are planned for between 2014 and 2019, and refer to the £37 billion that I mentioned Network Rail is going to invest in the current railway system.

2. What steps he is taking to tackle potholes on UK roads. (900268)

4. What steps he is taking to tackle potholes on UK roads. (900271)

The Department for Transport is providing more than £18 billion for highway maintenance for both the strategic and local road network between 2011 and 2021. That funding will help address the issue of potholes, which we know can cause problems for all highway users, including cyclists.

Last year Oxfordshire county council repaired 5,662 potholes, and so far this year it has repaired 4,719, at a cost of about £5 million. However, the way we repair potholes has not changed much over the years, so may I ask my hon. Friend what research is being done to improve the way we repair roads for the 21st century?

My hon. Friend makes a good point and I am happy to tell him that the Department has provided £6 million to the highways maintenance efficiency programme, which is looking at best practice, optimum techniques to keep costs down, and the materials that will be used. Two pothole reviews published in 2012 and 2013 take those matters forward, but getting best value is absolutely important.

The Secretary of State took his life into his hands in my constituency over the summer by getting on his bike, and saw at first hand the risks of the pothole crisis across north Yorkshire. Will the Minister meet me to discuss the issue of potholes, because for rural areas it is the No. 1 transport issue?

I am happy to meet any hon. Member to discuss such matters. I am also grateful for the confirmation that my right hon. Friend the Secretary of State has joined the rest of the ministerial team on a bike: we are very committed to cycling in the Department.

Cyclists and drivers in Wirral are infuriated by the quality of our roads and the number of potholes we have. The council has suffered ferocious cuts from the Government, so can the Minister tell me what conversations he has had with leaders of local authorities about how they can ensure that our roads are of a decent standard, given the Chancellor’s austerity for local government?

With respect, the hon. Lady might be misinformed about the funding, because the Government will spend more in this five-year period than the previous Government did on highway maintenance, with a greater allocation of money from the Department for Transport than happened under Labour. There will be a significant increase in the period from 2015-16 through the next Parliament. Coupled with the highway maintenance efficiency programme I mentioned a moment ago, that gives local authorities both the money and the tools to do the job properly. I suggest that she directs her remarks to her local authority.

3. What his plans are for future investment in London’s transport network. (900269)

As the Chancellor announced at the spending review, the Government are providing more than £5.8 billion in capital grant and a further £3.8 billion of borrowing power between 2015-16 and 2020-21 to Transport for London, which will enable it to continue to invest in critical transport infrastructure, including Crossrail and the tube upgrade programme. This is in addition to more than £10 billion that has been provided to TfL over the current spending review period up to 2015.

Can the Minister assure me that, in considering the case for Crossrail 2—which would link south-west London and north-east London—the Government will not forget that south-east London, the area I represent, barely makes it on to the tube map at the moment? Does he agree that the proposal to extend the Bakerloo line to Lewisham should form part of the strategic review of London’s future transport needs and how they can be met?

As the hon. Lady knows, the Government are making £2 million available to TfL for the Crossrail 2 study to take place. Any proposal to extend the underground is primarily a matter for the Mayor and TfL. To date, the Mayor has made no representations that suggest that the Bakerloo line extension is a priority for him.

Last week, a security scare closed the Dartford crossing and led to six-hour tailbacks along the M25 for local residents. Will the Minister explore ways of mitigating such problems in the future and helping the residents of Dartford, who are sick to the back teeth of problems arising from the Dartford crossing?

My hon. Friend is right about the significant repercussions for the residents of Dartford, but he will appreciate that security is our first priority. My right hon. Friend the Secretary of State has already called for an in-depth report into the incident, the implications, and what can be done to mitigate such effects in the future.

My hon. Friend the Member for Lewisham East (Heidi Alexander) is right to highlight the fact that south-east London is not served by the underground system and therefore is heavily reliant on the rail system. The plan to develop a road crossing at Silvertown, next to the Blackwall tunnel, will not sufficiently provide the extra river crossings and access to docklands that south-east London needs. I stress the need for extra public transport options—including, if we build the Silvertown link, a docklands light railway crossing—that will reduce the capacity on the roads.

I have listened carefully to the hon. Gentleman’s case, and I accept the point about the Silvertown link—indeed, the Mayor has made a commitment to look at that. As I said to the hon. Member for Lewisham East (Heidi Alexander), any proposal to extend the underground and the rail system in that part of London is primarily a decision for the Mayor.

6. What his policy is on the privatisation of InterCity East Coast rail services; and if he will make a statement. (900274)

My right hon. Friend the Secretary of State announced the Government’s programme for rail franchising in March. This included the intention to return the InterCity East Coast franchise to the private sector by February 2015, and this remains our policy.

Why does the Minister continue to claim that the only way to get investment in the east coast main line is through privatisation, when he is well aware of the planned upgrade and the new generation of inter-city trains, both paid for by the taxpayer?

Because, as I would hope the hon. Gentleman appreciates, the purpose of Directly Operated Railways is not to run a railway ad infinitum; it is a short-term measure when a problem arises with a franchise. He is absolutely right that as part of the record-breaking investment in our rail infrastructure we are investing in the east coast main line—as we are doing in the west coast main line and other lines— because that is the way forward. With the innovation and impetus of the private sector and a private sector franchisee, the maximum benefits can be ensured from state and Government investment.

Why have the Government reordered the franchising timetable, and what is the justification? The east coast main line timetable has been accelerated way out of order. What is the cost to the taxpayer?

The reason for the change in the timetable is the unfortunate episode with the west coast main line—[Interruption.] I said “unfortunate”. Following the Brown inquiry, we redrew the franchising programmes and took his advice that the west coast main line and east coast main line franchises should not be done at the same time. That is why we are pressing ahead with putting the east coast main line franchise back into the private sector in February 2015.

The Minister knows that his decision to reorder the franchising timetable just to enable him dogmatically to flog off a service that is working well has required him to renegotiate extensions to other inter-city contracts. Can he confirm, therefore, as a result of his negotiating skills, how much money he is requiring Virgin Trains to pay to the Government next year?

I do not think the hon. Lady fully appreciates the role of DOR, which is not to run a franchise ad infinitum but to do so as an emergency measure. We have made it plain, following the Brown inquiry and recommendations, that it is best for the private sector to run the railways, as was always intended under the legislation, and that is why we are pressing ahead.

I am disappointed that the Minister does not know what he has negotiated, but I can tell him that Virgin Trains is paying £94 million, which, according to the independent rail regulator, is a staggering £64 million less than it paid last year. As his own Department’s figures reveal that he could have ended above-inflation fare rises next year for a similar sum, is it not a disgrace that passengers face fare rises of up to 9%, adding to the cost of living crisis, as a direct result of his decision to pursue this costly and unnecessary privatisation?

The hon. Lady forgets to mention that to take into account the economic situation and economic mess that we inherited from her Government, we have provided help to fare payers by reducing the average formula from RPI plus 3% to RPI plus 1%. She selectively chooses the figure of a 9% increase—an extreme increase—but that will arise in a very small number of instances, because the formula calculates an average increase. She also forgets to mention those fares that have gone down rather than up.

7. What his future plans are for transport infrastructure in north-west England; and if he will make a statement. (900275)

Since 2010 we have invested significantly in the north west, including the electrification of key rail links, the development of managed motorways and support for many local major schemes. Our rail investment strategy and this summer’s spending review include a commitment to HS2, the northern hub, additional managed motorways and a record £12 billion boost to local transport. I hope to be able to announce shortly the final approval of the Pennine Reach bus improvement scheme in the hon. Gentleman’s constituency.

Is the Minister aware of the real concern that delays to the Thameslink train contract will mean that the electric trains due to be switched for use in the north-west will not be available by the time electrification is completed in the region? Does he agree that it will be ridiculous to have electrified lines and no electric trains in the area?

I am glad the hon. Gentleman has drawn attention to rolling stock, because I can confirm that the improvements we are introducing and the steps we are taking will provide capacity for up to 700 more trains per day in the north of England. Of course, our plans are properly aligned, so that electrification will occur at the same time as the new rolling stock.

Very few of my constituents travel regularly to London, but many do travel daily by road to Manchester. What plans does the Minister therefore have to speed up their daily commute by car?

As I mentioned a moment ago, the Government is investing heavily across all modes in the north-west of England, which is one of the areas to benefit most from the Government’s investment in the forward period. That includes investment in the road network, but if the hon. Gentleman is concerned about a specific road, I will be very happy to discuss it with him.

For maximum economic benefit, the high-speed link needs to go to Manchester airport, yet it is left out of the otherwise excellent KPMG report, which brings a serious dimension to this debate. When will it be included?

We fully appreciate the importance of Manchester airport, which meets a very important regional need. The issue of HS2 and Manchester airport is under consideration, so the hon. Gentleman should not be unduly pessimistic about that.

8. What assessment he has made of the potential effect of High Speed 2 on economic growth in a) Chesterfield, b) Derbyshire and c) the east midlands. (900276)

Yesterday, HS2 Ltd published a report by KPMG evaluating the potential impact of HS2 on productivity and business location. The report estimates that HS2 could generate productivity benefits to the Derby-Nottingham city region, which includes Chesterfield, of between £1.1 billion and £2.2 billion per year—equivalent to between a 2.2% and 4.3% increase in total local economic output within five years of opening.

I am grateful to the Minister for that answer. Many of us who recognise that there will be significant economic benefits to the Chesterfield and Derbyshire area, and who support the principle, remain concerned that the current planned route could have very negative impacts on projects such as the Chesterfield canal and the junction 29A enterprise zone. What reassurances can the Minister give to people who do not want the economic benefits of HS2 to undermine other existing economic projects in the region?

We do not wish or expect there to be any undermining of other projects, but I fully appreciate the hon. Gentleman’s concerns and I hope he is reassured that the matter is out to consultation, so he and others will have a full opportunity to make their case before any final decision is taken.

15. Will my right hon. Friend emphasise that one of the biggest but so far largely unrecognised benefits of constructing High Speed 2 is the enormous increase in capacity that it creates on existing lines, for the benefit of all regions? (900284)

Yes, and I am very grateful to my hon. Friend for that, because what is important and what is on offer is that the High Speed 2 project will continue, but not at the expense of full and continued investment in the conventional rail network. As he is probably aware, in the next control period Network Rail and the Government are spending £37.5 billion to ensure that we improve, enhance and add to the existing network, as well as having high-speed rail.

Is the Minister aware that this so-called HS2—if it ever appears—is going to criss-cross the M1 about four times? What is he going to do about that? And as for Derbyshire and economic benefit, is he aware that there is not a single stop in Derbyshire?

On the narrow geographical issue, I accept that Toton is not in Derbyshire, but it is halfway between Nottingham and Derby, so considerable benefits will be brought to both those communities and the surrounding area. We appreciate the point the hon. Gentleman is making about the M1, but, as he will appreciate, that matter is also out to consultation, so he will have an opportunity to input into it. However, I hope he welcomes the fact that, as a result of the station at Toton, there will be significant economic benefits to the whole region, which no doubt will please him.

Does my right hon. Friend agree that this vital project will free up capacity on the existing network to ensure that towns such as Shrewsbury and Blackpool will be able to have connections to the capital?

My hon. Friend makes a valid point. He is anxious to have a direct service on the conventional rail network from Shrewsbury to London and I have considerable sympathy and support for that. That is one of the reasons that high-speed rail is so important: it is capacity, capacity, capacity, to echo a former Prime Minister on another subject. That is what will be achieved, which will help areas such as Shrewsbury.

9. What plans he has to ensure that the roads spending programme supports a) the A47 and b) other routes of strategic regional and national economic importance. (900277)

The development of route-based strategies by the Highways Agency will provide much smarter investment planning for the strategic road network. On 20 August, the Government announced that the Department would undertake a feasibility study on the A47 to identify ways to improve performance and support economic growth in East Anglia. I of course look forward to visiting my hon. Friend’s constituency and the A47 on Monday.

I thank the Minister for his commitment to the roads budget and for his agreement to visit Norfolk next week; his visit is widely anticipated and welcomed. As he knows from the Adjournment debate that we have had, the dossier that he has seen and the business plan prepared by the A47 Alliance, the A47 is a key economic artery linking our offshore energy cluster, the research park and the midlands. Assuming we have a successful visit next week, what opportunity might there be to access some funding to begin the process in the next few years?

The announced study will focus on the route-based solutions that will unlock the potential for local transport innovation and for economic and housing improvements. I thank my hon. Friend for his support for the Government’s investment, and I am sure that the visit next week will be successful.

Does the Minister agree that improvements to A roads that are minor in cost terms can have considerable benefit strategically? In my constituency, the A509 bypass and the A45 dualling would help us enormously. Will he look at those projects?

My hon. Friend is absolutely right. That is why the Government have had two tranches of pinch-point improvements for the national strategic road network, and have provided £170 million for local pinch-points as well. I would be delighted to meet him at some stage in the near future to discuss his schemes.

10. What progress his Department has made on procuring new rolling stock for the east coast main line. (900279)

The Department is investing £2 billion in a contract to supply 227 vehicles from its InterCity Express programme to replace the class 125 fleet and 270 vehicles to replace the class 225 fleet on the east coast main line. It is working with Agility to conclude the financing of the deal.

On my journey to and from Yorkshire every week, I regularly see the peak-time overcrowding on the east coast main line. In fact, when I brought my daughters down to London in the last week of August, we had to sit on the floor on the journey down and back up to Yorkshire. Will my right hon. Friend confirm that we can have investment in HS2 and also in the east coast main line and that it is not a question of either/or?

My hon. Friend makes a powerful point. He is absolutely right. I can categorically confirm, as I did to my hon. Friend the Member for South Suffolk (Mr Yeo), that it is not a case of either/or: it is both. We will continue to invest record amounts—billions of pounds—in the conventional rail network and proceed to build HS2, because it is in the national interest.

Is not the Minister aware that my experience as Chair of a Select Committee for 10 years was that the best way to have policy is to base it on evidence? The east coast is under the shadow of the plans to build HS2. Five independent reports have said not only that it is a waste of money but that it will suck power and wealth from the northern regions to London and the south.

I can only assume that the hon. Gentleman, despite his 10 years as Chair of a Select Committee, when he was presumably assiduous about detail, has not read the KPMG report that was published yesterday, which categorically shows that the exact opposite is the case and that significant benefits are coming north of London. London gets some benefit but noticeably less than the northern parts of this country. That is why local authorities in the north support the project so much.

11. What assessment he has made of the (a) cost and (b) reduction in service of ferries between the Isle of Wight and the English mainland; and if he will make a statement. (900280)

My hon. Friend will remember that I visited the Isle of Wight earlier this year, as did my right hon. Friend the Secretary of State. We are of course aware of the fares for the ferry services and of the level and frequency of service provided by the island’s three ferry operators. There has been no formal assessment. This is a competitive market, and it is for the ferry operators to decide the level of fares and services based on market conditions.

The island’s ferries provide lifeline services and the repeated cuts damage our quality of life. Wightlink has enormous debts, which are paid for out of the island’s economy. I plead with my hon. Friends to enter into dialogue to consider how public service obligations can be introduced so that we have the certainty to build our economy and create more jobs.

My hon. Friend will remember that I met him and a delegation from the island earlier in the year. I promised then to meet Wightlink, and have done so. There are more than 200 sailings to and from the island each day, so there is no apparent market failure. I hear my hon. Friend’s plea to put public service obligations in place and we will continue to keep them under review, but at the moment there is no case to do so.

T1. If he will make a statement on his departmental responsibilities. (900287)

Since I was last at the Dispatch Box, my Department has announced £94 million in funding to boost cycling in eight cities and four national parks. My right hon. Friend the Minister of State has today published a consultation on the long-term property compensation measures for phase 1 of HS2. The Government have always been clear that they intend to go further than the existing discretionary scheme in order to assist affected property owners. The consultation proposals that we are setting out today are designed to do just that.

I am also announcing today important changes to the discount scheme, which will help local people who use the Dartford-Thurrock crossing, following a persuasive campaign by my hon. Friends the Members for Dartford (Gareth Johnson) and for Thurrock (Jackie Doyle-Price). From March 2014, those registered on the schemes will be able to make unlimited trips over the crossing for just £20 a year. For the first time, we will include privately registered vans, offering a welcome boost to small businesses.

The Wrexham-Bidston line, in one of the most successful industrial regions in the UK, north-east Wales and west Cheshire, is crucial to the development of the region’s economy. What comfort can the Secretary of State give to local businesses who have expressed the concern to me that HS2 will divert investment in any proposals in that region?

As we pointed out earlier in Question Time, we are making significant investment in the whole railway system. That will come sooner than HS2. We are spending £37.5 billion between 2014 and 2019. My right hon. Friend the Secretary of State for Wales has also talked to me about the line my hon. Friend has just referred to, and I will be looking at how improvements can be made to that line as well.

T2. Pinch-point funding for our road network is very important. Ingleby Barwick in my constituency has significant traffic issues, especially where the A174 meets Thornaby road. Will the Secretary of State work with me to find a solution to make life a bit better for my constituents? (900288)

I certainly will work with my hon. Friend and meet to discuss this scheme with him. It was part of the applications made originally for the local pinch-point fund, but it did not fall in the first round of that. The scheme was very successful and over-subscribed, but I assure my hon. Friend that we are looking hard at ways in which we might go further, and I will be happy to talk to him about his particular scheme.

T6. Returning to the subject of HS2, will the Secretary of State confirm—we have been talking about the importance of integrating the line—that residents in Chesterfield who want to take advantage of the benefits of HS2 will not have to drive down to Toton to do so, but will have a link from Chesterfield railway station? (900293)

Although the hon. Member for Bolsover (Mr Skinner) rightly pointed out that Toton is in Nottinghamshire, probably even he could throw a brick from Derbyshire into Toton.

Further than you.

Possibly even further than me. As the hon. Member for Chesterfield (Toby Perkins) knows, the line from Chesterfield goes through the Toton works, so one would imagine that there will be a good connection from Chesterfield and other stations to the new station we are planning at Toton.

T3. I wonder whether the Secretary of State is aware that the Hastings to Ashford rail line is the only unelectrified line on the south coast line. Will he join me in calling for the electrification of this line so that my constituents can look forward to more reliable and better link times to London? (900289)

As my hon. Friend is aware, Network Rail is currently undertaking an electrification study, looking at all routes, including Hastings to Ashford, to identify potential candidates for electrification, which could be carried out in the next rail control period from 2019 to 2024. Any scheme would have to demonstrate a business case before being considered, but would then be given full consideration.

Three years on from the axing of Cycling England and its £60 million annual budget, this Tory-led Government promised £148 million for cycling. That has turned out to be an average of £38 million per year until 2016, with local authorities expected to find the rest. In comparison, £28 billion is planned to be spent on roads. Does the Minister really believe that this is the right proportion and that this Government really are the most pro-cycling ever?

We are the most pro-cycling Government ever. If the hon. Lady does not believe that, she should look at some of the comments from the cycling groups, who have warmly welcomed the huge investment—the record investment—that has taken place under this Government. That is a real step change in cycling, and I would have thought that she welcomed it rather than criticise it.

T4. Will the Minister confirm that northern commuters on the trans-Pennine routes are still in line to benefit from the promised 40 extra carriages, and will he continue to look into increasing capacity on those northern commuter routes? (900290)

I am delighted to confirm that commuters on the trans-Pennine express are in line to benefit from increased capacity provided by the extra 40 carriages to be introduced on the Manchester to Scotland route and the reallocation of diesel trains. The new electric trains are scheduled to enter passenger service between December 2013 and May 2014. I have no doubt that this will bring benefit to my hon. Friend’s constituents and others along the line of route.

T7. Will the rail Minister look seriously and urgently at the situation at Finsbury Park station, which is jointly run by Transport for London, London Underground and Network Rail? There are welcome new platforms for the overground but there is no step-free access for the underground. The station is the busiest outside central London and it is dangerously overcrowded at many times. The Mayor is proposing changes from 2017. That is too late; we need them now. (900294)

I will certainly look carefully at what the hon. Gentleman has said. I will consult the Under-Secretary, my hon. Friend the Member for Wimbledon (Stephen Hammond), and Transport for London. I hope that we can deal with this as successfully as we did when the hon. Gentleman and I last had a meeting in the Department for Transport, when we resolved another issue extremely satisfactorily.

T5. The £100 billion the Government have set aside for infrastructure projects is warmly to be welcomed. May I reiterate to my right hon. Friend the importance of the north-west relief road around Shrewsbury and the importance that we attach to this vital project for the town, which is bringing great economic benefits to the whole of Shropshire and mid-Wales? (900292)

Once my hon. Friend starts a campaign he never loses an opportunity to mention it. He raised this point with the Prime Minister and he has a meeting planned with me. We are spending £9 million on pinch points to tackle existing congestion around the road. I look forward to my meeting with him, where I am sure he will make his case persuasively.

One in three blind or partially sighted people are spending about £30 a month on taxis because buses cannot accommodate them through the use of audiovisual equipment. What are the Government doing to change that?

We give strong support to the bus industry through financial support directly to the operators, through the bus service operators grant, and through local authorities. Our reforms to the bus system through, for example, the BSOG reforms and the extra money provided for green buses are giving a welcome boost to the bus industry. That means that passenger numbers are roughly where they were at the end of the previous Government’s time in office.

T9. I recently met my constituent John Letch, owner of Car Contacts Ltd, which sells second-hand cars, many of which it imports from Northern Ireland. Mr Letch tells me that in recent months the company has experienced severe delays in the re-registering of cars by the Driver and Vehicle Licensing Agency, delaying their onward sale and putting the company under financial strain. Will the Minister meet me and Mr Letch, and other traders, to discuss this matter urgently? (900296)

My hon. Friend refers to applications that were centralised at the DVLA in Swansea in July. There were initially some delays, but on 9 August a special team was created to deal with the more complex applications, and I think that that is now beginning to resolve the situation. However, I would of course be happy to meet him and his constituents.

The consultation on the potential closure of the Driver and Vehicle Agency office in Coleraine and the moving of 300 jobs to Swansea closed this morning. Although I do not expect the Minister to have the answers to the consultation yet, will he agree to meet me, my hon. Friend the Member for East Londonderry (Mr Campbell) and a small delegation of workers who would be affected by the closure? More importantly, will he take this opportunity to remove the smear levelled at workers that there were sectarian issues that would lead to the closure of the office when none has ever been reported?

The hon. Gentleman is, of course, right that I will not comment on the result of the consultation. He is referring to the package of documents that were published as part of the consultation, including an equality assessment. I apologise for any offence that was inadvertently caused and accept that the wording could have been clearer. I must stress that there was no intention to imply that any of the staff at the DVA might be biased in any way. Indeed, the equality assessment concludes that there is nothing in the proposal on the centralisation plans that would give rise to any bias or any perception of bias. Finally, I would, of course, be delighted to meet him, the hon. Member for East Londonderry (Mr Campbell) and a group of their constituents.

My constituents look forward to the electrification of the Great Western main line. When does the Secretary of State expect to begin a consultation on any reconfiguration of services, especially in the Bristol travel-to-work area, that will be made possible by electrification and the new trains that come with it?

I am grateful for my hon. Friend’s welcome for our planned investment. I will write to him about the more detailed question of the timetable so that he will be well aware of it.

I want to take the railways Minister back to his earlier statement about the east coast franchise. Could he be precise about the innovations that I and my fellow travellers will see if the process goes ahead?

We will see, when we make the invitations to tender, exactly what proposals come back from rail companies, but the simple fact is that this Government—and the previous Government, for that matter—have seen huge growth in our railways as a result of the innovation of the train operating companies. This is not new; it was well established under the previous Government and continues to be under this one.

rose—

Order. Transport questions always tend to bust the box office, I am afraid: demand exceeds supply. The last ticket goes to Jake Berry.

Thank you, Mr Speaker. Following on from the question asked by my hon. Friend the Member for Bury North (Mr Nuttall), will the Secretary of State confirm that he will continue to work with me and my hon. Friend for improvements on the M66, which is a key commuter route into Manchester for east Lancashire and Bury North, both of which have played their part, with their manufacturing-based economy, in reducing unemployment in our area?

I was very pleased to join my hon. Friend in his constituency a few months ago, where he explained to me some of the great difficulties he has with regard to communications and the transport links for his constituency. It is incumbent on us all to look at how we can address those particular problems, improve the transport links and, where we can, improve the road network as well as, if possible, the rail network. I understand that my hon. Friend has been fighting a valiant campaign, but that it has drawn a blank from the county council.

1. If he will make it his policy to encourage his ministerial colleagues to table Government amendments to Bills whenever possible in the House of Commons rather than the House of Lords; and if he will make a statement. (900258)

It is usual practice for Government to make amendments, where possible, in the House of introduction. However, the Government are rightly expected to listen and respond to debates on Bills in both Houses of Parliament, and it is, of course, the core strength of our Parliament that any amendments made to Bills in the other place must also be agreed by this House.

Obviously, all Governments try to introduce perfect legislation the first time around, but very few succeed. I hope that my right hon. Friend and his colleagues understand that it is really important that the democratic House has the opportunity to look at any changes that are found to be necessary as a result of the work of Select Committees and others. I hope that this Government will try very hard to ensure that we see amendments first and that they are not left as a sort of teaser at the other end of the building late in the day.

I agree with my right hon. Friend that it is very important that this House is given an opportunity to consider amendments but, as I said in my earlier response, it is inevitable that matters will be raised in the other House that will need to be addressed there. I understand what my right hon. Friend is saying and I will ensure, as far as I can, that what he seeks actually happens.

rose—

Order. I am not sure whether the hon. Member for Islington North (Jeremy Corbyn) is trying to contribute or to make a 100-metre sprint.

(Islington North) (Lab): I will sprint later.

We are grateful. I call Angela Smith.

There are rumours in this place that the Government intend to table a number of amendments to the lobbying Bill and to make a number of concessions. Given what the Deputy Leader of the House has just said, will he commit to ensuring that those amendments are tabled in this House and not in the House of Lords? Even better, why do they not just withdraw the Bill?

Clearly, the Government will not withdraw the Bill. It has been made very clear over the past couple of days that the Government will bring forward an amendment on Report to address the significant issue that charities have raised with us. We hope to come to a conclusion that they think is satisfactory.

Does the Deputy Leader of the House agree that a more important reform with regard to amendments would be to allow Members on both sides a free vote in Committee and to not subject them to whipping? Would that not produce better legislation?

That is an interesting point. I suspect that allowing free votes on amendments in this place would lead to chaos.

2. What progress has been made in encouraging the recycling of plastics and cartons on the parliamentary estate. (900259)

At present, separate recycling facilities are provided for plastic, glass, cans and paper. A new system is being trialled in Portcullis House to increase the estate’s recycling rate. Office bins will be used for mixed, dry recyclables only, including paper, cans, plastic and juice cartons. Food and non-recyclable waste will be collected in bins at tea points and in kitchen areas. By introducing that scheme, we aim to maximise the amount of plastics and other items that are recycled. We anticipate an increase from the current 58% towards our target of 75%.

I congratulate the hon. Gentleman on his endeavours in this regard. It is important that the Commons estate leads by example on recycling. Is he satisfied that waste from individual offices is separated properly into the different waste streams?

I am grateful to the hon. Gentleman for that question. The short answer is that I am never satisfied and we can do a great deal more. I think that our efforts to collect waste centrally and separate it into the different recycling streams will make quite a difference. I look forward to being able to report improvements in the future.

I welcome any improvements in recycling, as I am sure does everybody else. Will the hon. Gentleman consider the use of plastic by the building as a whole? We have removed much of it from the catering department, but not all of it. However, Members’ offices are still supplied with plastic envelopes that are not recyclable or biodegradable. I could be wrong about that, but I believe it to be the case. Will he ensure that we use only paper and cardboard, which are completely recyclable?

The hon. Gentleman makes an extremely good point. Some of the matters that he has raised are outwith our control, but we seek to pursue the strategy that he advocates wherever it is within our control.

Recycling targets are set for households, councils and manufacturing businesses. Is the hon. Gentleman prepared to set targets for the House of Commons Commission so that it is trying to achieve the sorts of targets that we try to achieve at home?

I am delighted to confirm that we have a target. The House has a target to reduce by 75% the waste that is generated by weight by 2020-21, based on a 2008-09 baseline. Our recycling rate for the 12-month period ending 31 August was, as I have just said, 58.4%. I hope that the measures we are taking will get us far closer to our target.

3. What recent discussions he has had on private Members’ Bills. (900260)

My right hon. Friend the Leader of the House has had a range of recent discussions on private Members’ Bills and has given evidence to the Procedure Committee as part of its inquiry.

Does the Minister agree that the conduct of some Members of this place with regard to private Members’ Bills undermines Parliament and weakens the power and the voice of Back Benchers, and that the timetable ought to be reformed to give the House greater strength and a greater say?

My hon. Friend will be aware that the Procedure Committee has been considering the issue of private Members’ Bills because he gave evidence to that inquiry. The Committee will come forward with a wide range of recommendations that might address the points that he has made. I am sure that the House will have the opportunity to debate and resolve those issues in the near future.

The Minister may not be aware that I recently served on the private Members’ Bill Committee of the European Union (Referendum) Bill, which reported yesterday. If he cares so much about private Members’ Bills, does he realise what a sham that Bill is, in the sense that everybody knew it was not a genuine private Members’ Bill, but a Government Bill once removed? Is that good for Members who introduce private Member’s Bills?

Clearly, the hon. Gentleman has strong views on that particular private Members’ Bill but, as I stated, it is important that we consider these matters in the round. The Procedure Committee has rightly devoted a substantial amount of time to considering this matter and the House should look at its proposals—for example, on the process of balloting Members—so that it can come to a sensible decision.

Does the Deputy Leader of the House not agree that whatever procedures are adopted, it is essential that no private Members’ Bill should be allowed to pass through the House without receiving the fullest and most detailed scrutiny, and certainly not less than that given to Government Bills?

I thank the hon. Gentleman for that question. He may be aware that the Procedure Committee’s report states that it is not its intention to facilitate the passage of Bills into law through the private Members’ Bill route, and that it should not be easy to do so. Its position is that it does not want a simple process that allows private Members’ Bills to be rushed through.

Unusually, I was here last Friday for the consideration of private Members’ Bills—I had the joy of having secured the Adjournment debate. I have to say that it reminded me just how dreadful the process is. Any member of the public would be appalled at the behaviour of the House in these matters and the way that Bills are talked out. Last Friday, I actually saw a Minister participating in that process to ensure that a later Bill did not receive proper consideration. Surely we need urgent reform.

All I can say is that there are cases where private Members’ Bills do not make the progress that Members who promote and sponsor them would like. However, there are examples of Members—they include the Leader of the House and the Parliamentary Secretary to the Treasury, my right hon. Friend the Member for North West Hampshire (Sir George Young)—who have, when in opposition, successfully passed private Members’ Bills. It is possible for Members to make progress.

4. What progress has been made on the restoration and renewal of the Palace of Westminster; and if he will make a statement. (900261)

Following consideration of the study report on the condition of the fabric of the Palace, the House of Commons Commission and the House of Lords House Committee agreed, in October last year, to commission a comprehensive independent cost appraisal of a range of options for the restoration and renewal of the Palace of Westminster. The opportunity to prepare the independent options appraisal has been advertised, and six interested bidders who met the brief qualification requirements have been invited to submit a proposal. The deadline for submissions is 11 October. It is anticipated that the successful tenderer will begin work in January 2014.

My concern is that if we decant from this place for five years, which has been rumoured, new Members in 2015 might never serve in this Chamber. That would be detrimental to their experience of being in Parliament, if they serve only one term. Is it possible to consider moving us into the House of Lords, with the Lords moving out for the period and us then moving back in?

I understand that there is precedent for that. The purpose of the independent options appraisal is to consider all those points. The critical point is that no decision will be possible until the next Parliament, so no decision will be taken on whatever option may be thought best until sometime in the next Parliament. It will be the Parliament after that before the decision is implemented. The key factor is that all Members of both Houses want to achieve the best value for money for the taxpayer, who will ultimately be paying for this. That should be the guiding principle, provided we can work appropriately.

Since £30 million a year is spent on both Houses for essential maintenance, and recognising the state of the building as described in the report last year—widespread defective mechanical and electrical services, fire risk, asbestos and so on—should we not reach a decision more quickly on the rebuilding of the Palace, and not leave it in a state where each year we are spending money when, at the end of it all, rebuilding will have to take place?

The hon. Gentleman raises an extremely good point—one that has been considered in the essential maintenance work that is going on. Clearly, the mechanical and electrical services in particular have to be brought up to a safe and workable standard so that we can occupy the building. I believe that time and money spent now in getting a really thorough appraisal will produce the best value result overall, but we have to keep spending money to ensure that the building is safe and proper to use.

5. What assessment he has made of the current level of independence of select committees. (900262)

The independence and impact of Select Committees has undoubtedly increased markedly since the implementation of this Government’s reforms. The election of Chairs by the House and of Committee members by the members of political parties has been instrumental in achieving this increased independence.

Does the Leader of the House agree that Ministers should not seek to influence or interfere in the work of Select Committees?

I do agree with that. I attach great importance to mutual respect and trust between Ministers and Select Committees.

6. What plans he has to extend the practice of pre-legislative scrutiny. (900263)

The Government are committed, wherever possible, to publishing legislation in draft for pre-legislative scrutiny. We have a good record. We published 17 draft Bills or sets of draft measures in the last Session, which is more than the previous Government did in any Session. I am sure the hon. Lady would be aware that, before the summer recess, the Government published substantive draft Bills on deregulation and consumer rights and will publish further measures as the Session progresses.

I am disappointed that the Leader of the House did not respond to that question because of his experience with the NHS Bill, which did not have pre-legislative scrutiny and had quite a torrid time in Parliament. Has any thought been given to why the lobbying Bill did not receive pre-legislative scrutiny, particularly considering that the Government’s legislative timetable is so light?

Clearly, the Government’s legislative programme is not light, as the hon. Lady suggests it is; in fact, it is very full. As for the Transparency of Lobbying, Non-Party Campaigning and Trade Union Administration Bill, there was pre-legislative scrutiny in respect of the lobbying proposals, although it is correct that such scrutiny was not possible for the other aspects of the Bill. As I have stated—[Interruption.] I am sure that the hon. Lady would like to hear that we published 15 Bills in draft in the 2012-13 Session—more than in any previous Session by any Government.

Has the Deputy Leader of the House given consideration to one of the largest Bills this House has ever seen, which is due to hit it in December? I refer to the at least 50,000 pages that will accompany the High Speed 2 Bill. Will the right hon. Gentleman join me in pressing the Department for Transport to allow us not only to look at some of these papers in advance, but to have pre-legislative scrutiny of this Bill, which is going to be gargantuan?

I do not know whether the right hon. Lady was able to ask that question earlier in Transport questions. Having previously been a Transport spokesman and having been involved in a number of Transport Bills, such as the Crossrail Bill, I am absolutely certain that there will be extensive opportunities for people to debate these matters.