House of Commons
Thursday 12 January 2017
The House met at half-past Nine o’clock
[Mr Speaker in the Chair]
Oral Answers to Questions
The Secretary of State was asked—
I met the Minister for Transport and the Islands in the Scottish Government, Humza Yousaf, in October last year. I welcome working together to improve services for rail passengers within the current devolution settlement.
I am grateful to the Minister for his answer, but can he explain why the Government are happy to devolve responsibility for maintenance and track operations on the Oxford to Cambridge line, yet they are so reluctant to devolve the same responsibility to the Scottish Government for Scotland?
The point we have consistently made is that there was no recommendation by the Smith commission to devolve the whole of Network Rail to Scotland. The Scottish Government can specify, fund and procure for ScotRail and the Caledonian Sleeper. They can also specify and fund all major projects, and we are devolving the British Transport police. That strikes me as a hefty menu for the Scottish Government to be engaged with.
I thank the Minister for his reply. The Reform Scotland think-tank published a report in November calling for Network Rail to be devolved—perhaps the Secretary of State has read it. The Minister will also be aware that an ever-growing list of people advocate further rail devolution, so will he do the right thing and commit to a date for opening discussions with the Scottish Government on this matter?
Devolution does not just occur within Governments and within Whitehall, and between Whitehall and Scotland. A significant amount of operational devolution is occurring within Network Rail as we speak. A Scottish route within Network Rail that will have much more independence and freedom of action is being set up. I urge the Scottish Government and Scottish Members to engage in that devolution process, not least because the Scottish Government are co-operating with the Office of Rail and Road on the periodic review that will determine the output for control period 6 within Scotland.
A report commissioned by Transport Scotland showed that Network Rail’s original cost estimates for Scottish projects were unreliable. Does the Minister agree that, especially when projects overrun by hundreds of millions of pounds, those who commission the work should have the power to hold Network Rail to account?
I reiterate the point that with the new devolution settlement within Network Rail and the growing independence of the Scottish route within Network Rail, there are ample levers available to Members here and indeed the Scottish Government to influence how the Scottish route director delivers those infrastructure projects.
We will launch the formal consultation on proposals for the new Southeastern franchise in February. I hope that people across the franchise area will participate in it, enabling my Department and the team working within the franchise to make informed decisions about the specification for the next franchise, particularly regarding how we expand capacity for passengers.
Not only are my constituents of all political persuasions disgusted by the manner in which the Secretary of State has politicised this issue, but they have absolutely no confidence in his proposed solution for the Southeastern franchise. A previous attempt to merely involve Transport for London in the design of Southern’s 2009 to 2015 franchise failed because that did not involve its proven concession model for suburban rail services, so can the Secretary of State tell us why on earth he thinks that repeating this failed approach will deliver much-needed improvements for Southeastern passengers?
There has been no politicisation of this discussion. This decision was taken after the Mayor’s business plan was analysed across government, and after discussions with neighbouring authorities and people who know the route. The truth is that the Mayor’s proposals offered no extra capacity for passengers but a whole lot of uncosted, unfunded promises. They also involved a very substantial top-down reorganisation. The approach we have chosen is the same one that we have taken for Northern and in the midlands, which is to create a partnership to develop a franchise that will work for all passengers in Kent and south-east London to deliver the capacity that we need.
I support the Transport Secretary on that. My constituents in Kent are deeply concerned that, for too long, London has acted as a selfish city seeking to benefit itself at the expense of the people of Kent and the other home counties. It is not right for London to act like a “Hunger Games”-style capital seeking to subjugate the districts. We need fair rail services for Kent, Essex and the other home counties, and I urge the Secretary of State to carry on and to uphold his decision.
I assure my hon. Friend that I have every intention of doing so. This is a partnership arrangement that brings together London, Kent County Council and my Department to do the right thing for passengers. It is interesting that the Mayor could offer no proposals to expand capacity on these routes. I intend to bring forward proposals that do offer expanded capacity for passengers on those routes.
The Secretary of State’s leaked letter reveals that he reneged on the suburban rail agreement because of his obsession with keeping services “out of the clutches” of a potential Labour Mayor—those are his words. He has put party politics ahead of passengers and clearly prefers to see trains running late than running on time under Labour. Will he now agree to an independent assessment of the proposal by a respected figure outwith his Department, given yesterday’s revelations of conflicting commercial interests, to restore credibility to the process and ensure proper consideration of the needs of long-suffering passengers?
I cannot believe what I have just heard from the hon. Gentleman. He talks about putting party politics before passengers in the week when the Leader of the Opposition said that he would join a picket line to perpetuate the unnecessary strikes on Southern rail that are causing so much damage to passengers. I will not take the hon. Gentleman seriously until I hear him condemning those strikes and telling the workers to go back to work.
My right hon. Friend the Secretary of State recently met the Welsh Government’s Cabinet Secretary for Economy and Infrastructure, Mr Ken Skates. Their positive and useful discussion recognised the importance of cross-border transport and our commitment to deliver improvements, such as the investment we are making in the Halton curve.
The investment by the Welsh Government of £43 million in the Wrexham to Chester line, mainly in England, will lead to a partial dualling of that line by April this year. What more will it take to persuade the UK Conservative Government to match the Welsh Government’s investment by investing in more transport infrastructure in that region, for which an unanswerable case has been made?
The Government are already investing significantly in our rail network—more than at any point since the Victorian era. The Mersey Dee rail taskforce has produced its growth prospectus—Growth Track 360—and it is working with the rail Minister, my hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard). I understand that it is now prioritising its objectives, and we will continue to work closely with it.
The case for reopening the station at Bristol Road, Stonehouse, has been well argued and firmly established. Does the Minister agree that that is exactly the kind of initiative we need to enhance links between Wales, Gloucestershire and the south-west of England?
The Minister mentioned the Halton curve; he will know that it is an important part of the cross-border links between my constituency and Wales. Will he confirm that the project is on time, and tell us the date on which it will be completed?
As the Minister knows, the Operation Stack relief lorry park is vital for cross-border transport links between Kent and the continent. The owner of Westenhanger castle has been actively seeking a meeting with the Department for the past six weeks to discuss accessing the compensation package that he has agreed with Highways England, in return for which he will withdraw his application for a judicial review against the park. Will the Minister urge one of his ministerial colleagues to meet me and the owner of Westenhanger castle so that we can resolve this matter and get on with building the lorry park?
The Government could do something about the cross-border position between the Rhondda valley and the upper Afan valley because they still own the tunnel that was used by the train from Treherbert down to Swansea. Will the Government please make sure that I can have the meeting with the Secretary of State for which I have been asking for several weeks to come up with innovative ideas so that this can become a major new cycle track?
Six lines radiate out from Chester, two of which are cross-border lines, hence the “360” in Growth Track 360. Chester is recognised as a pinch point within that railway development, so may I invite the Minister to have his next meeting on cross-border transport with Ken Skates in Chester so that he can see what preliminary work might be done before he presses ahead with the main work?
Transport Infrastructure: Teesside
The Tees valley is benefiting from the Government’s significant investment in transport infrastructure across the country. Most recently, we have agreed to fund the Tees valley authorities to develop their plans for a new Tees crossing and to improve connectivity from Teesport to the A1.
I thank the Minister for his reply. Last week we received the welcome news that Tesco will be basing all its non-food warehousing at its existing centre in Teesport. Given that economic and employment boost for Teesside, will the Minister reciprocate by pledging full backing and funding for the A66 and a second Tees crossing, as called for by the Teesside combined authority?
My right hon. Friend the Chancellor committed to dualling the A66 in last year’s autumn statement. On the new Tees crossing, we have provided funding to take the business case to the next stage. We will happily work with the area’s local authorities. I recognise the importance of Teesport to the local economy and the value that a new Tees crossing would provide, so I am very keen to see that take shape.
High Speed 2: Costs
I am committed to managing the cost of HS2 and ensuring maximum value for the taxpayer. Total expenditure on HS2 in the period from 2009-10 to 2015-16 was £1.4 billion, of which £450 million was spent on land and property. The rest has ensured that HS2 is on track for delivery, and includes money for developing the scheme design, consulting affected communities, bringing the High Speed Rail (London – West Midlands) Bill to Parliament and developing HS2 Ltd. Figures for the current financial year will be available in the summer.
The cost of HS2 is not just to the taxpayer but to those it affects. The House of Lords Select Committee on the HS2 Bill has recommended amending it to ensure that HS2 Ltd does not have a blanket power to compulsorily purchase land for regeneration or development, and to provide that it must limit its land acquisitions to what is needed for the scheme, particularly in relation to clause 48. As you know only too well, Mr Speaker, farmers, landowners and communities have been blighted for years by the scheme, and the threat of further compulsory purchase orders is truly worrying. Can the Secretary of State reassure me that he will accept the Committee’s important and very welcome recommendation on clause 48 and alleviate the anxiety of those affected by this project?
First, on behalf of the Government, I thank all members of the House of Lords Select Committee for their work over the past few months. Indeed, I thank those who served on the equivalent Committee in this House, for whom this was a long and arduous task. We are carefully considering the Lords recommendations and we will publish our response shortly. If my right hon. Friend will forgive me, I will save my detailed response for that publication, but I am looking extremely carefully at the recommendation to which she referred.
I am sure the Secretary of State is aware that, with regard to the option to have a station in the centre of Sheffield, there is currently no money to get trains out of the station and north to Leeds, and there is no money to increase the station’s capacity at the southern end to get better connectivity to trans-Pennine trains. There is even no money to electrify the line between Sheffield station and the main HS2 route. Does this not increasingly look like a cut-price option? Will he agree to meet local MPs and councillors, and other interested parties, to discuss these matters?
May I start by wishing the hon. Gentleman a happy birthday? [Hon. Members: “For tomorrow.”] For tomorrow. The Under-Secretary of State for Transport, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), has indeed been involved in such discussions, but I remind the hon. Gentleman that the original proposal for a station at Meadowhall was opposed by the city council, which wanted the route to pass through the city centre. It is in response to pressure from within Sheffield that we have revisited those original plans, but I assure him that those discussions will continue.
Does my right hon. Friend agree that although the costs of the project need to be kept under control, the economic benefits it will bring to areas such as Long Eaton in my constituency will far outweigh some of the costs that we are talking about today?
This is one of the key aspects of the development of this project, so my hon. Friend makes an important point. What is happening in the area around Long Eaton, and the new development of a station and surrounding facilities at Toton, will make a huge difference to her area. As she knows, we have been discussing how best to make sure that we get the right solution for Long Eaton, but we will continue to work for her constituents to reflect in the final design what works best for them.
Given what will be the eye-wateringly huge final costs of HS2, surely it makes sense to maximise the use of this asset, so will the Secretary of State tell us whether the line will be used 24 hours a day, seven days a week? If not, will the otherwise wasted capacity be used for freight—and if not, why not?
Of course the whole point about HS2 is that it releases capacity on the existing west coast main line for freight. As a result, I see the potential for significant increases in freight across the west coast main line area. As for timetabling, that is a matter for those who decide what is the best commercial proposition for that route, but we expect, and are planning for, very intensive use of the route across a wide variety of destinations, including Stoke-on-Trent.
My right hon. Friend’s last answer worries me slightly. Lichfield suffers all the disadvantages of having the line go through it and no station, because it is too small. I was hoping that he would say that the freeing up of capacity would mean that the west coast main line could have more trains stopping at Lichfield Trent Valley, but is that now not going to be the case, because the line will be blocked up with freight?
No, I think there will be room for both. The benefit of HS2 is that it provides an opportunity for more commuter trains, more intermediate trains and more services to places that do not currently receive them. By taking the fast trains off the west coast main line—trains that go straight up to places such as Manchester and Liverpool—more opportunity is provided for better services in places such as Lichfield and the Trent valley, which the current mix of services makes it difficult to achieve.
Mr Speaker, you and the Minister will remember that when I said that the cost of HS2 would soar past £60 billion I was mocked, but it is now past £60 billion and rising. The chief executive has quit and the people in my constituency would like this folly to be stopped now, with the money—£60 billion and rising—put into saving the health service and into our local government, which is going bankrupt.
I hate to disappoint the hon. Gentleman but actually the plans for HS2 have been widely welcomed across the north of England. The project will make a significant difference to the economy of his region. The point I would make to him about cost is that one reason why we are spending more money than is spent on equivalent lines in some other countries is because we are spending money on amelioration measures that minimise the impact on the environment.
As well as updating the costs of the project, may I urge my right hon. Friend to update the economic benefits to communities such as mine in Milton Keynes, which, as he says, will benefit from a significant increase in commuter and inter-city traffic as a result of the release of capacity on the west coast line?
We will continue to provide information about the benefits of this project, but my hon. Friend is right to say that in places such as Milton Keynes—it is one of our most important growth areas, and it will need more commuter services north to south and east to west—the introduction of HS2 will make it possible to deliver a much better service for his constituents and others.
The Adam Smith Institute has warned that HS2 could end up costing up to £80 billion, which would equate to nine times more per mile than comparable high-speed tracks in France. How can the Government assure the public that the already sky-high costs of this project are not going to spiral even further out of control?
As I said, this is a choice; we want not only to deliver high-quality infrastructure for the future, but to do so in a way that is environmentally sensitive. That means spending money on tunnels, cuttings and things that other countries would perhaps choose not to do. I want to retain a careful stewardship of Britain’s green and pleasant land while delivering what we need for the future, and that is what we are doing.
Access for All
Since 2014, the Access for All programme has completed accessible routes at 25 stations, with 12 more currently in construction, and a further 52 at various stages of design and development.
The Minister will understand the real anger in Alfreton at the further delays in the Access for All programme at the station there, where many passengers still cannot use the southbound platform. Can he at least reassure them that the station will be prioritised in the next block of funding, so that the improvements are done in 2019?
We had to delay 26 Access for All projects into control period 6, one of which was, unfortunately, Alfreton, because the project there was less developed than others we were considering. Nevertheless, I can reassure my hon. Friend that I am making it clear to Network Rail that I expect the improvements to be delivered early in control period 6, after 2019.
Does the Minister recognise the importance of the maximum number of people being able to use our rail services? Why are schemes such as Access for All seen as expendable?
I certainly do not agree that they are regarded as expendable. We have reached a point at which roughly 70% of passenger journeys are from step-free access stations, of which there are roughly 450 throughout the network. The hon. Lady wrote to me regarding a station in her constituency, and I have asked my officials to look into that more closely to make sure we fully understand what has occurred there. I hope to reply to her soon.
The McNulty report said that the rail industry had to do more to operate efficiently and bring down costs. Will the Minister say what he is doing to persuade the rail industry to do that in relation to step-free access, so that it can be extended to more stations, such as New Barnet?
My right hon. Friend makes an important point. When we are looking at improving our accessibility projects throughout the network, we need to ensure that the solutions we come up with are cost-effective but not gold-plated. I am sure that when she was in my role she found what I find now, which is that sometimes projects come before us the cost of which can scarcely be justified and that the same outcome can be achieved much more cheaply.
Confusion and frustration abound in the Lawrence Hill area of my constituency, in relation to step-free access and other disability access improvements to the Lawrence Hill station. Local people have been frustrated by the works there, and rumours abound that they are being cancelled, postponed or just stopped. Will the Minister agree to meet me and visit Lawrence Hill station to talk to local residents about the situation? Preferably, he could clear the matter up right now.
We are committed to improving accessibility on the rail network. Roughly 70% of train fleets operating passenger services currently meet modern accessibility standards, with work on the remaining vehicles due to be completed by 2020.
A moment ago, I was engrossed in the answer to the question asked by my neighbour, my hon. Friend the Member for Bristol West (Thangam Debbonaire), as that issue also affects my constituency. I very much hope that we make progress on the Lawrence Hill and Stapleton Road stations.
On accessibility on trains, the Minister will be aware of the recent case of the Team GB Paralympian, Anne Wafula Strike. It was very brave of her to come forward and speak about what must have been a humiliating experience when no disabled-access toilet was available on the train. What is the Minister doing to ensure that situations like that do not occur and that disabled people are treated with respect?
I am glad that the hon. Lady brings up that case. I am sure she shared the same sentiments that I am sure every Member felt on reading that story: it was simply unacceptable. We have made it clear to CrossCountry, through officials, that it was not good enough, and I will reiterate that when I next speak to the company. More importantly, I want to ensure that we meet our target of every rail carriage, including the toilets, being fully accessible by 2020. In situations in which the accessible toilet is out of order, for whatever reason, either that carriage must be taken out of service or, if that would have unacceptable service consequences, any individual on the train who might need the accessible toilet must be made aware of the situation before boarding and thereby have the chance to make alternative arrangements.
Money was secured more than three years ago for step-free access, not only for disabled people but for all people, at Garforth train station. Network Rail has been stalling and delaying. I have secured a commitment to the printing of a poster advertising that the work will happen by May, but may I urge my hon. Friend to speak to Network Rail to get the work done as soon as possible? The money has been in place for three years; delays are not necessary.
I am more than happy to discuss the matter further with my hon. Friend. My initial understanding at this stage is that the works at Garforth, as indeed with many on the trans-Pennine routes, are interlinked with the upgrades we are planning on the trans-Pennine network. I am happy to have a further discussion with him.
Last Friday, a disabled wheelchair user, Sandra Nighy, on Southern was left stranded on the train platform in the freezing cold for two hours because there was no one to help her on to the train despite booking assistance 48 hours in advance. She was on an unmanned station, and the trains that passed her by were driver-only with no on-board supervisor. The law is absolutely clear: train operating companies must provide reasonable access for disabled passengers. Does the Minister agree that the failure to do so strips disabled passengers of their dignity and of their right to travel and breaches the Disability Discrimination Act 1995?
I am glad that the hon. Lady raises that case. When I heard about it, my interpretation was that, in this case, Southern had not applied the policies that it said were in place for all disabled passengers. The issue is that the situation was far worse because the lady in question booked through Passenger Assist, so the company had plenty of notice that she was on her way. However, under the unions’ proposals, that train would have been cancelled in the first place and unable to depart.
Access for so many disabled and particularly elderly passengers is dependent on advice that can be had from ticket offices. In that respect, can the Minister give me any reassurance about proposals to close the ticket office in God’s own town of New Milton?
I am not specifically familiar with proposals in New Milton. But I see no reason why we should have fewer people employed in our stations over the coming years, but the roles that they discharge need to be broadened out to involve helping more passengers, not fewer.
Train operators are permitted to use penalty fare schemes to deter fare evasion, while allowing inspectors to apply discretion when dealing with passengers. In December 2016, the Department announced planned improvements to the penalty fares regime by including a new third stage independent appeals panel. This and all existing appeals bodies will be independent of train operators and owning groups.
I thank the Minister for that response. Does he agree that train operating companies should not be putting their staff under undue pressure to issue penalty fares? Will he commit to look at the rules to ensure that discretion is always an option where appropriate?
I understand the point that my hon. Friend seeks to make. Although revenue protection is very important on our railways, so, too, is proportionality and discretion, hence the changes that I have made not just to the appeals regime, but to the fares and ticketing action plan that I announced last month. For example, those who forget their railcards now have more option to ensure that they are not unfairly penalised. I am more than happy to meet him to discuss his concerns further.
Ticketless travel and fare dodging is one of many issues on the Chase line. I experienced it at first hand when I joined the London Midland revenue protection team last month. The £20 penalty is insufficient to deter fare dodging. Will my hon. Friend agree to review penalty fares, so that they do become an effective deterrent?
I am more than aware of the sterling work that my hon. Friend has done to further the cause of revenue protection by checking tickets on the Chase line, on which I congratulate her. She is quite right that there are concerns within the industry that the penalty fares are set too low. At the moment, I am focusing on reviewing the appeals system to make sure that it is fair and proportionate, and discretion has a role to play. I will keep penalty fares under review.
Wales and Borders: Rail Franchise
It has been agreed in principle that Welsh Government Ministers will procure and manage the next Wales and Borders rail franchise. My Department is working closely with the Welsh Government to ensure the appropriate transfer of the necessary powers. However, I want to make it absolutely clear that, as part of those arrangements, we are ensuring that the train services and stations used by passengers in England are protected and, importantly, treated consistently with those in Wales, both during this procurement process and across the whole life of the franchise.
That is a very welcome answer from the Secretary of State. We have briefed him about the extraordinary overcrowding on Arriva trains over the past few years, particularly in the summer months—with the windows sealed and a lot of people cramming into the carriages, it has been intolerable. Will he ensure that the next franchise accommodates the levels required for passengers to travel safely and more services from Shrewsbury to Birmingham airport?
I am aware of the capacity issues on the Wales and the Borders franchise and, indeed, on the CrossCountry franchise. One of the challenges, owing to the rapid growth in recent years, is that there are not enough diesel trains to go around at the moment. I had the great pleasure of being at Newton Aycliffe in County Durham for the launch of the first new hybrid train to be manufactured there. That will open up the opportunity for us to deliver significant change to rolling stock across our network, and will enable us to address many of the overcrowding challenges to which my hon. Friend refers.
The Secretary of State will be aware that he decided last October to devolve the cross-border franchise to the Welsh Government, but current legislation does not allow a public sector organisation to bid for the new franchise. Will he think again and allow public sector organisations the ability to bid for the franchise, to allow the public the best possible service when it begins?
The Labour party is keen on renationalising our railways. What I would remind it is that if its policies were implemented we would lose the ability to deliver the new trains that are being delivered right across this country, paid for by private sector investment. What Labour Members are calling for is turning back the clock and having older trains on our network. I am afraid that that is not my view.
Rail Franchising: Public Sector
Franchising has been instrumental in improving the railways for passengers and as part of the enormous growth in rail usage since privatisation 20 years ago. Our approach to rail reform is about delivering an improved service for passengers through better teamwork between Network Rail and passenger rail franchises, and making Network Rail more customer focused by giving more power to its local route managers.
We now know that the Secretary of State is putting politics before the interests of passengers, and he is taking a dogmatic approach by ignoring what could improve our railway system. He has refused to allow the Mayor of London to take over suburban services, in spite of the fact that his predecessor thought that that was a good idea. The public are in favour of public ownership: 58% of people polled by Transport for London are in favour of the Mayor having greater control over suburban services and only 14% support his position. Is it not time that public ownership of our railways was considered by the Government, and are not the public in favour of it?
It is hardly a surprise that Conservative Members for constituencies outside London have doubts about a Labour Mayor inside London running local services, particularly when the Mayor delivered a business plan that did not offer improved capacity and was founded on a lot of uncosted promises. So far from this Mayor, we have seen a fare freeze that was not a fare freeze and a London of no rail strikes with a rail strike last Monday. I do not take the Mayor’s promises at face value, I am afraid. We have taken a partnership approach that also listens to the people of Kent, who are equally important in this franchise and said they should be equal partners with the people of London in designing it.
In 1993, the public sector British Rail withdrew services on the Cleethorpes to Sheffield line, making it a Saturdays-only service, which means that people in Gainsborough, Brigg and such towns cannot get to Cleethorpes to enjoy all that it has to offer. As yet, the private sector has not seen fit to restore that service to six days a week. Will the Secretary of State or one of his Ministers meet me and Members for neighbouring constituencies to discuss the issue?
We are always happy to talk to my hon. Friend, who remains a doughty champion of his constituency, but he is right to make the point that if we turned the clock back 30 or 40 years to the days of British Rail, the debate in the House today would be about line closures, station closures and a reduction in services. Today, the issues are overcrowding due to numbers rising so fast, new stations, improved facilities and new trains. That is the difference between the policies we have followed and the policies Labour Members want to follow.
The Government’s franchising policy lies in tatters, with desperate attempts to retrofit contracts to protect operators’ profits and, as revealed yesterday, National Express taking the money and running, selling the c2c franchise to the Italian state. The Secretary of State’s director of passenger services awarded the disastrous Southern franchise, while owning shares in the company and advising the winner bidder. The country has had enough of these sleazy deals. Is it not way past time for franchising to be scrapped and the UK rail industry to be revitalised through public ownership?
The clock ticks ever backwards. The Opposition do not want inward investment or private sector investment in our railways, but, of course, we still do not hear from them any words on behalf of passengers about the strikes. The Labour party takes money from the rail unions and defends them when they are on strike, no matter what the inconvenience to passengers is. The Opposition are a disgrace. They should stand up and say that these strikes should stop. I will say one thing about the Mayor of London: at least he had the wit and wisdom this week to say that the strikes are wrong. I hear nothing from the hon. Gentleman about the strikes being wrong.
Ultra-low Emission Vehicles
Mr Speaker, I waited to rise to build excited anticipation. We want the UK to be the world leader in the take-up and manufacture of ultra-low emission vehicles. Last year, more ultra-low emission vehicles were sold in the UK than in any other country in Europe.
Like Cicero, we believe that the good of the people is the chief law, so it is for public wellbeing that we want to see low emissions from all types of vehicles. Just yesterday, I announced the results of the low emission freight and logistics trial, which will see the Government providing no less than £24 million to help place about 300 low and zero-emission vehicles into commercial fleets across the UK.
The Minister says that he wants to see emissions reduced in all types of vehicles, so will he explain to the House why just 160,000 of the polluting cheat devices in Volkswagen cars have been remediated out of the 1.2 million cheat devices that are currently on the roads in the UK? At this rate of reparation, it will take three years to clean up Volkswagen’s dirty diesel cheat devices.
The hon. Lady is right. Volkswagen needs to do more, which is why I am going to meet its representatives at the beginning of next week to tell them exactly that. I insisted that the company paid £1.1 million, which we received on Christmas eve—I demanded it as a Christmas present—because that was the money that taxpayers had to spend as a result of the emissions scandal.
I am sorry to say that, since Transport questions began, news broke in my constituency that another person has lost their life as a result of a fatal car accident. I hope that the Minister and the House will join me in offering condolences to the family and friends of the victim.
I welcome the fact that the Government will be doing an awful lot more to encourage the use of ultra-low emission vehicles. However, councils such as mine want to introduce a low emission zone, and they will struggle to introduce electric car charging points and new enforcement cameras without planning and regulatory changes. Will my right hon. Friend confirm that these issues will be at the top of his agenda with the Department for Communities and Local Government?
To start with—road safety is a concern of the whole House. My hon. Friend was right to mention the tragedy that he did.
Charging points are vital. One of the great challenges for industry and Government is to ensure that there are adequate numbers of charging points across the whole country. That particularly applies in rural areas such as the one I represent. There may be a need for legislative change to that effect, and we are considering that. We are introducing a modern transport Bill, in which we will address the issue of charging points.
I hold no candle for those businesses that do not do right by consumers or, by the way, by their workers. The actions that have taken place in the United States, which I guess is what the hon. Gentleman is referring to and the actions that are being considered by Volkswagen customers oblige the Government to think again about what further steps we can take, and we are doing so. I have not ruled out a further investigation. I will discuss that with the Secretary of State and raise it with Volkswagen at the meeting I described.
Constituents tell me that one of the barriers to their buying electric vehicles is the complexity and variety of public charging facilities, which require them to carry numerous cards and forms of payment. Does the Minister have any plans to bring some regulation to this market to simplify it and make it more accessible and to encourage more people to purchase electric cars?
Indeed. Was it not Ronald Reagan who said that the future does not belong to the fainthearted? We must be big-hearted and far-sighted in respect of electric vehicles, and that does mean more charging points. We will create a regulatory regime sufficient to provide those charging points and, therefore, to assuage the public doubts to which my hon. Friend has drawn the House’s attention.
The hon. Gentleman will know about our Go Ultra Low campaign, which is match funded by industry, and which is designed to encourage the kind of learning he described. We need to persuade people that that switching is desirable. It is partly about charging points, partly about battery reliability and partly about people simply knowing that electric vehicles can be good for them. We will continue that campaign in exactly the spirit he recommends.
The VW emissions defeat device cynically deceived 1.2 million vehicle owners in the UK, and I declare that I am one of them. I am delighted that the Minister is going to have VW in next week, because drivers in the UK are being tret unfairly compared with VW drivers in the US. In the absence of any action by the Government so far, UK motorists are having to pursue private group litigation against VW. I want the Minister to understand how badly let down UK VW drivers feel because it appears that the Government are letting VW off the hook, although I hope that that is not the case. Will he, even at this late stage, offer support to the motorists in the UK pursuing their own action?
Yes. I am actually on the same page as the hon. Lady. By the way, I am glad we have moved on from the belligerent bombast of earlier—I do not think it did the Opposition any favours—and she makes her case reasonably. There is a case for further steps. That is partly about the retrofit described earlier by the hon. Member for Wakefield (Mary Creagh), it is partly about the payment of taxpayer money I described, and it is partly about the consumer. We should consider further steps and, having considered them, take them as and when necessary.
Road Infrastructure and Capacity: North-West
The Government recently published three strategic studies into long-standing transport challenges in the north-west and have committed to major investment based on the findings. Highways England’s route strategies —by the way, I set up Highways England on my last visit to the Department—have assessed the performance of the strategic roads network and the pressures it faces. Three strategic studies relate to the north-west. Refreshed versions, drawing on the evidence submitted by local stakeholders last year, will be published, and I think they should be published soon, so let us make it March—we will publish them then.
In 2014, the roads investment strategy proposed nine new projects in the north-west, but, to date, the plans for just one of them have been announced, while the Government spend six times more on transport infrastructure in London than in the north. How does the Minister think the whole northern powerhouse thing is going, because, when it comes to transport, like much of the traffic in St Helens, it seems to be going nowhere and not very fast?
I do not think that is typical of the hon. Gentleman—at least, I hope it is not—because he is being ungenerous and, to some degree, might I say, not admitting all he knows. For surely he will know of the A570 linkway, valued at £3.2 million—that is in St Helens, by the way. He will know of the Windle Island junction improvements, valued at £3.2 million—again in St Helens. He will also know of the Newton-le-Willows interchange, valued at £14.4 million. We are not only acting in the north-west but in his constituency, and he does not want to tell us about it.
It is the surface of the roads in the north-west within the existing infrastructure that worries me; it is a bit like driving on the surface of the moon at times. Where county councils fail to tackle the problem of the plague of potholes that besets motorists in the north-west, will the Minister be imaginative and look at ways whereby district councils could bid for the money that the Government make available so that they can tackle this problem?
My hon. Friend is right that the noise and disturbance from poor road surfaces has a significant effect on the journeys of those who use cars and trucks. As he knows, I have been in the north-west in a vehicle with him—an open-top vehicle, I hasten to add—waving to his constituents. I know how important road surfaces are, so I will certainly look at his suggestion, not only for the north-west but across the whole nation.
As you will be aware, Mr Speaker, I have said in this House and elsewhere that I am very committed to improving the transport situation in the south-west, and I am pleased today to announce a new phase in our £7 billion plan for that region. We are launching the next stage of the formal consultation on a major upgrade to the A303—the main A road into Devon and Cornwall. This involves the development of the 1.8-mile tunnel past Stonehenge, which will protect that world heritage site from traffic, reduce local congestion, and speed up journeys to and from the region. We will now be talking to local people to the west of that tunnel about precisely which route it should take around the village immediately to the left. In addition, we are committed to upgrading the remaining sections of the A303 between the M3 and the M5 to dual carriageway. The next step will be public consultations on the A303 Sparkford to Ilchester and A358 Taunton to Southfields schemes that will come very shortly.
I understand my hon. Friend’s concern. This is a very difficult issue. The Equality Act 2010 provides general protection against age discrimination for people of all ages, but there is an exemption for a person conducting an assessment of risk for the purposes of providing a financial service to another person. My Department has not made the assessment that my hon. Friend describes, but I encourage his constituent to contact the British Vehicle Rental and Leasing Association, which should be able to help him in identifying a suitable provider.
An icy chill is about to descend on parts of the country. That is not an impending DFT ministerial visit, I hasten to add—it is of course the impending weather front. Will the Secretary of State tell us about the state of preparations for gritting our roads in the coming days? What discussions has he had with his colleagues and those in local government to ensure that at least our roads run more smoothly than our railways?
I can assure the hon. Gentleman that there was no icy chill last time I visited Cambridge, when he and I were there for the first bit of work, albeit a rather small bit of work with a spade, on the A14 project, which will make a big difference to Cambridge. My ministerial team and I have had detailed discussions about this in recent weeks, and the Under-Secretary, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), has been in regular contact with local authorities. We have in this country, if not a salt mountain, plenty of salt and plenty of grit. We estimate that we have what is necessary to cope with the winter ahead, but we will obviously keep that under review.
I thank the Secretary of State; let us hope that we are well prepared. Taking him back to the time just before Christmas, given that soon after his visit to Cambridge he told the Evening Standard that cycle lanes cause problems for road users, will he clarify exactly who he thinks road users are? While he is thinking about cyclists—a helpful clue—could he explain why it is taking such an extraordinarily long time to produce a cycling and walking investment strategy?
It does not surprise me that my right hon. Friend has drawn attention to my rapturously received and beautifully articulated speech on beauty. He is right to say that we now need action. We have established a design panel at Highways England, and in a few weeks’ time we will produce a new design guide. It will dismay all the crass modernists and harsh brutalists, but it will delight all those who believe that our public infrastructure can be stylish and elegant as well as deliver the necessary utility. My role is only this: to rediscover the age-old golden thread with which all of that will be woven.
The hon. Gentleman makes an important point about hybrid tram-trains and I will look into it. As far as I am aware, the project is on track and on schedule, but I am particularly keen to understand the lessons that can be learned from it, to make sure that any projects elsewhere are done properly and to time the first time around.
I have with me the report to which my hon. Friend refers. It is an excellent piece of work, and I have already arranged to meet its author. I initiated the maritime growth study when I was last in the Department, but it is time to refresh that. It must be a living document. As part of that exercise, we will consider the role of ports now that we are freed from the clutches of the European Union. My ambitions are, as ever, measured and modest: I seek nothing more than for Britannia to rule the waves.
We have no plans to review the drink-drive limit. The level of 80 mg per 100 ml of blood is one of the higher ones, but no country has a better record than us on road safety and improving performance in tackling drink-driving. Taken together, it is the combination of the right limit and enforcement and the cultural belief that drink-driving is wrong that makes progress.
Before Christmas, a parent at Morley Primary School in my constituency was badly injured when driving in the school’s vicinity, because another car was going too fast, which is a regular occurrence. I have consistently requested that the county council change the speed limit and move the signs—only move them—but it consistently refuses to do so because, it says, nobody has been killed yet. I do not want a child, parent or anybody else to be killed. Is there any way that the Minister can change the criteria by which councils decide to change such speed limits?
Local authorities already have the powers to introduce lower speed limits where they think it is appropriate. I think that that should apply especially around schools. The decision does not have to be a reactive one—waiting until something happens—and it is inappropriate to think in such a way. I suggest that I write to the Highways Authority in Derbyshire to highlight the powers that it already has. My right hon. Friend the Minister responsible for roads will visit my hon. Friend’s constituency in a fortnight or so to discuss roads, so perhaps she could pick the matter up with him then.
A start has been made in the first road investment strategy on upgrading the A47 from Lowestoft to the A1. I would be grateful if the Minister could confirm that he will work with me and other East Anglian colleagues on the second road investment strategy to ensure that this good work continues.
My hon. Friend will know that we managed to achieve what he wanted in respect of the bridge in his constituency, but he is right that we need to do more in respect of RIS2. To his customary eloquence and commitment he has added prophetic powers, because just this morning I am writing to all the colleagues he describes inviting them to participate in that process. This will be for the people and shaped by the people’s representatives.
I have to confess that I have never heard anyone in this country, north or south of the border, refer to an A road in the United Kingdom as a Euro-route. If they cease to be Euro-routes after we leave the European Union, I suspect that we will be able to count the number of people who miss that on the fingers of one hand.
I declare an interest as a daily commuter on the east coast main line, which is a very well run strategic route. Service outages, infrequent as they are, can be very disruptive. May I ask the Minister to prevail on train operating companies and Network Rail to improve communications with passengers in real time, to ensure that passengers are made aware of these problems and can make alternative arrangements as necessary?
It is entirely right to say that passenger information during disruption is something that all train operating companies and Network Rail need to improve. Not only do we need a single source of information that is consistent, but it needs to provide the most up-to-date information. It is not acceptable for people who have checked their phones on leaving home and thought that their train was on time to find, by the time they get to the station, that the train has been cancelled. That is not good enough.
Will the Secretary of State reject the new proposal of a spur line from HS2 in the constituency of Bolsover between Hilcote and Morton? Not only will it cut the Blackwell council in two, but it will destroy scores of houses in the village of Newton. Will he have a look at the letter I have sent him, in order to pacify the people of Blackwell about this mad idea?
Of course I will. I have taken a close interest in the eastern leg, and I have been up and down most of the route myself. I am very keen that we deliver the economic benefits, but that we do so in the way that works best for local communities. I am happy to take a look at the issue that the hon. Gentleman has raised.
It has been yet another week of misery for hundreds of thousands of passengers on Southern rail. Given that the unions have received guarantees on jobs, on pay and—from the independent rail safety regulator—on safety, would the Government now support Conservative proposals to limit strikes, or at least the impact of strikes, via legislation?
There is a lot of interest in the matter, and a lot of calls have been made for such measures to be taken. We are considering carefully how we approach future issues. Of course, nothing in legislative terms would solve the current dispute. I think my hon. Friend will join me in expressing the disappointment of Conservative Members about the fact that we have not heard from the Opposition today one word of regret or condemnation, and not one call for the unions to go back to work. They just do not care.
The RAC has estimated that drivers have been over-charged by hundreds of millions of pounds owing to over-zealous enforcement by private car parks. Requiring operators to sign up to accredited trade associations would help to stop that type of behaviour. Does the Secretary of State agree that having all companies sign up would ensure that their business models were based on fair treatment of the motorist?
In view of the increasing number of passengers and employees using Stansted airport, the growth of the Cambridge biomedical campus, the prospect of Crossrail 2, the announcement of major housing developments and the welcome prospect of new, high-performance trains, what plans has my hon. Friend for increasing track capacity on the West Anglia line to take advantage of those factors?
My right hon. Friend is right to raise all those factors. He will know of the important work that the taskforce has done. We are also looking at timetabling, to which I hope he can make substantial contribution. He is right to raise the matter and we are looking at it very closely. Control period 6 announcements are on the way and I hope that his concerns will be reflected in them.
This time two years ago, when the Blackpool North electrification scheme faced delays and the rail Minister was a Back Bencher, he rightly demanded answers from Ministers. There is now real concern that the electrification of the midland main line will be further postponed or even cancelled north of Corby and Kettering. Will the Minister provide the House with the clarity that he sought for his constituency and give an unequivocal assurance that this key Conservative manifesto promise will not be broken?
We are continuing to work towards the key outputs that matter most to passengers. I recognise the importance of the network, and my right hon. Friend the Member for Loughborough (Nicky Morgan) will work on a cross-party basis to identify the key regional priorities that we want to be reflected in the new franchise. I look forward to working with the hon. Member for Nottingham South (Lilian Greenwood).
In Broxtowe, there is widespread and cross-party support for HS2. Of course, we get the east midlands hub at Towton, but there is still concern about the route. Will my right hon. Friend assure residents in Trowell, Strelley Village and Nuthall that their voices will be listened to and that, if necessary, changes to the route will be made without affecting the timetable for delivery?
I can absolutely give my right hon. Friend that commitment, as I did to the hon. Member for Bolsover (Mr Skinner) a moment ago. The route will bring huge benefits to the east midlands and to Yorkshire, including the areas around Sheffield, but I want to make it clear that we will be as thoughtful and careful as we can about the detail of the route. The reason for the consultation is that it gives us a chance to listen to those views, and we will.
Mr Speaker, you will be aware of the Vauxhall car fire scandal. Last month, I hosted in the House of Commons around 25 people who had been affected, and heard about traumatised children and how the incidents led to increases in insurance excesses and cost families thousands of pounds. Will a Minister agree to meet not me—I am not interested in meeting Ministers myself—but the families of those affected?
As my hon. Friend will know, we have recently announced plans to dual the A66. We are currently waiting for the conclusion of the work on the potential for a trans-Pennine tunnel. I give my hon. Friend an absolute assurance that whether or not it is recommended that that work go ahead, our commitment to delivering trans-Pennine improvements will not be affected in any way by the outcome of that study.
Business of the House
The business for the next week is as follows:
Monday 16 January—Second Reading of the National Citizen Service Bill [Lords].
Tuesday 17 January—Opposition day (18th allotted day). There will be a debate entitled “Impact of leaving the EU on the rural economy”, followed by a debate entitled “Impact of Department for Work and Pensions policies on low income households”. Both debates will arise on a motion in the name of the Scottish National party.
Wednesday 18 January—General debate on exiting the EU and security, law enforcement and criminal justice.
Thursday 19 January—Debate on a motion relating to Kashmir, followed by a general debate on Holocaust Memorial Day 2017. Both debates were determined by the Backbench Business Committee.
Friday 20 January—Private Members’ Bills.
The provisional business for the week commencing 23 January will include:
Monday 23 January—Second Reading of the Local Government Finance Bill.
Tuesday 24 January—Consideration of Lords amendments followed by a motion relating to the charter for budget responsibility.
Wednesday 25 January—Opposition day (19th allotted day). There will be a debate on an Opposition motion. Subject to be announced.
Thursday 26 January—Business to be nominated by the Backbench Business Committee.
Friday 27 January— Private Members’ Bills.
I should also like to inform the House that the business in Westminster Hall for 19 January will be:
Thursday 19 January—General debate on decommissioning of in vitro fertilisation and other NHS fertility services.
I thank the Leader of the House for the forthcoming business, although I am concerned that it appears we are not going to rise for the summer recess. We still do not have a date. I warn everyone to be prepared to work through the summer. I wish Members and staff a very happy new year. We are going to need all the wisdom and strength we can get for the task ahead.
Following on from your remarks, Mr Speaker, hon. Members have raised with me the issue of extending the time for Foreign and Commonwealth Office questions. Never before has the reasonable voice of Britain been so needed in international affairs. Questions could just be extended by an hour. We have excellent diplomats with institutional memory who can make a big difference in the world.
May I draw the attention of the Leader of the House to two reports from the Procedure Committee that may have got lost in the Christmas revelry? The press release for the report published on 18 October had the headline: “Procedure Committee rails ‘against handouts and talked out’ Private Member’s Bill”. Sadly, there was a further incident on Friday 16 December, in relation to a private Member’s Bill introduced by the hon. Member for Banff and Buchan (Dr Whiteford), when one speech took one hour and 17 minutes. The vote, with 133 Ayes to 2 Noes, showed the will of the House to be clearly in favour of the Bill. It cannot be right, therefore, that Members who wanted to speak in favour of the Bill could not do so.
One of the report’s recommendations is that you, Mr Speaker, invoke Standing Order 47, which would put a time limit on the consideration of private Members’ Bills. Since I have been in the House, this Standing Order has been used in every single debate apart from on Fridays. In a letter to the Clerk of the House, the Chair of the Procedure Committee, the hon. Member for Broxbourne (Mr Walker), indicates that this change may need a resolution of the House. A further report of the Procedure Committee, on 14 December 2016, recommended the use of Welsh at Westminster in the Welsh Grand Committee. This was suggested by my hon. Friend the Member for Clwyd South (Susan Elan Jones), who indicated to me that it is cheaper to do that here. The Official Reporters say there would be no problem with that. Rather than eat into Back-Bench time, could those two resolutions be taken together in Government time?
We need clarification on the waiting time target. Is it for urgent or non-urgent cases? Earlier this week on a radio programme, the Secretary of State for Health said that Simons Stevens is running the NHS. May we have confirmation that it is the Secretary of State who is running the NHS? We had the bizarre scene of the Secretary of State running down the road. I thought he was doing his 30 minutes’ activity as required by the Health Department, but he then jumped into his car. Having served on the Health Committee for five years, I know about the chaos of the Health and Social Care Act 2012. In an unprecedented move, the passage of the Bill was paused by the then Prime Minister. The shadow Secretary of State for Health has written to the Secretary of State for Health with 25 questions. Will the Leader of the House provide those answers within the target time?
Returning to Brexit, a report before Christmas from the other place, “Brexit: financial services”, confirmed that London was ranked as the leading financial services sector in the world and called for a transition period to protect jobs. Page 3, paragraph 2, in the summary of a report by the Environmental Audit Committee, states:
“The Prime Minister has indicated that the UK is likely to leave the single European market and the Customs Union.”
I had not understood that to be settled Government policy. That is why we need these proper debates. The EAC calls for a new environmental protection Act while negotiations are ongoing and a list of zombie legislation—legislation transposed into British law but not updated. It is possible that the confusion has arisen because the Departments have proliferated like amoebae. It cannot be right that, according to figures from the House of Commons Library in December 2016, the Department for Exiting the European Union has only 300 staff, while the Department for International Trade has 2,709 staff. DExEU is getting £94 million a year, while £26 million is going to the Foreign and Commonwealth Office and DIT, but DIT has taken staff from the FCO. We need clarity.
We, Her Majesty’s Opposition, have a proposal. In view of the judgment about to be handed down by the Supreme Court on the triggering of article 50 at the end of March, the Leader of the House should consider a review of what each Department does, because the British public will never forgive this Government if they see people dying on trolleys while vanity Departments are set up to keep hon. Members inside the tent rather than outside it. The task before us is enormous, but we need to remember the reasons we joined the EU and why there was a vote to leave. That way, all views can be respected and we can negotiate from a position that protects jobs, workers’ rights, the environment and our security. We need to do what is best for the UK, not base our approach on the rhetoric of the campaign and a clueless Government.
I join the hon. Lady in wishing you, Mr Speaker, and House of Commons staff a happy new year.
The hon. Lady mentioned the duration of Foreign Office questions. I accept that there is a great deal of demand from Members across the House to put questions to my right hon. Friend the Foreign Secretary and his team, but in fairness I think she will acknowledge that there have also been several opportunities to question Foreign Office Ministers when they have volunteered oral statements, responded to urgent questions, spoken at Backbench Business Committee debates here, as is happening again later today and next week, on Kashmir, and in Westminster Hall. It has always been the case, since I have been in the House, that the allocation of time for questions between different Departments has been a matter for discussion within the usual channels. If the Opposition want to put forward ideas, obviously the Government will look at them, but in fairness one has to say that if time were added to Foreign Office questions, it would have to be subtracted from some other House business, and that needs to be weighed in the balance too.
On the Procedure Committee, the very last thing I would accuse my hon. Friend the Member for Broxbourne (Mr Walker) of is ranting. Whether I have agreed with him or not on particular issues, he has always expressed his views in a civilised manner, and the Government will respond to the Committee’s report in the way we do to other Select Committee reports.
The hon. Lady made various points about exiting the EU. On article 50 and the changes within Whitehall, we must not underestimate the reality that the decision the electorate took in the referendum represented a profound and far-reaching change to the policies pursued by successive Governments and to the character of the UK’s international relationships, which for half a century have been built very much around our membership—whether aspiring to it or operating within it—of the EU. It seems perfectly reasonable that, in those circumstances, there should be a reconfiguration of resources and Departments in Whitehall to deal with the complex task of handling the negotiations that lie before us. It is not just the Department for Exiting the European Union that is involved. Many Departments throughout the Government are also involved, at ministerial and official level. On the question of the single market and the customs union, let me repeat what the Prime Minister has often said: one of the core objectives of our negotiation will be to achieve the best possible freedom for British companies to continue to operate within, and trade with, the single European market.
The hon. Lady’s request for an early reply to the questions asked by her hon. Friend the Member for Leicester South (Jonathan Ashworth) will obviously have been noted by the Ministers concerned, and I will ensure that it is properly reported to my right hon. Friend the Secretary of State for Health. As for waiting time targets, the Secretary of State made very clear during yesterday’s debate that we continued to be committed to the four-hour target, and that we took pride in it.
It is worth noting that despite the pressures being experienced this winter, NHS staff, through their immense professionalism and hard work, have been treating record numbers of patients at A&E departments in hospitals throughout the United Kingdom. It is also the case, however, that NHS England’s director of acute care has estimated that about 30% of the people who currently present themselves at A&E departments really ought to be seen elsewhere in the NHS, or might even benefit from self-treatment at home. It seems sensible for us to think actively—in terms of national policy but also, critically, in terms of local NHS organisations—about how we can provide alternative sources of advice and routes to treatment for people who do not actually need specific A&E services.
The Government must be applauded for making it a manifesto promise to leave the environment in a better state than the one in which we found it. Will the Leader of the House find time for a debate on the environment, on the potential opportunities presented to us to become world leaders on the issue, and on the technologies related to it—for example, the tidal lagoon technology that is mentioned in the press this morning? If we are to deliver more for less, increasing productivity and resilience in line with our industrial strategy, the environment must become a cornerstone of our social and economic thinking.
My hon. Friend is absolutely right. I cannot offer an early debate in Government time, although she may find that this is a subject in which the Backbench Business Committee takes an interest; alternatively, there may be an opportunity for a 90-minute debate in Westminster Hall. However, I think that the Government will want to pay close attention to the report that has been published today by our former colleague Charles Hendry. I hope the House will welcome the news that last year was the first year on record in which more electricity in this country was generated from renewables than from coal: that was a good step forward.
I thank the Leader of the House for announcing next week’s business.
I wish you, Mr Speaker, all hon. Members, and all the staff who serve us so well a happy new year. It is a new year in which there is now a maximum of 10 weeks before the Government trigger article 50, as is their intention, but we still do not have a Scooby about what type of article 50 and Brexit plan they have in mind for us. The only Government who have attempted to come up with any Brexit solution are the Scottish Government, who are endeavouring to stay in line with the views of the people of Scotland. Will the Leader of the House tell us what type of debates we shall have on the triggering of article 50, and will he confirm that, regardless of what happens in the Supreme Court, the House will have a vote and a say on what will be the biggest single decision that the country will undertake?
After yesterday’s extraordinary press conference in the United States and what might or might not have happened in that Russian hotel room—I do not want to focus on that—may we have a debate on fake news in this country? I remember the days before fake news was cool, when we were told weapons of mass destruction could reach the United Kingdom within 45 minutes. We are also told by some news organisations that this Government are competent and know what they are going to be doing in terms of Brexit. So may we have a debate about fake news in this country?
Can the Leader of the House tell us what exactly is going on with English votes for English laws, because it seems that nobody wants it anymore? We had another English Legislative Grand Committee on Monday. The bells went on, the House was adjourned, the bells went on again, the House was back in session—the mace went down, the mace went up—and not one word was said. This is now beginning to embarrass this House; this is now beginning to make this House look extremely foolish. When will this bizarre and unnecessary practice end?
On the hon. Gentleman’s final point, if the EVEL rules are operating in an uncontroversial and consensual manner, that is something the entire House ought to welcome. If that means the Scottish National party is accommodating itself to the need for English Members to have the final say on laws relating to England which in Scotland relate to policies devolved to the Scottish Parliament, that is a good thing.
The hon. Gentleman asked about article 50. The Prime Minister has said that the Government will publish a document setting out our negotiating objectives before we come to trigger article 50 later this year. As the hon. Gentleman will know, it has been widely reported that the Prime Minister also intends to make a speech on this subject in the next few weeks. Clearly the character of any parliamentary proceedings on article 50 will depend to some extent on the Supreme Court judgment.
On the hon. Gentleman’s comments about the media, clearly what is said in the United States is a matter for the people of the United States. While all of us from time to time have reasons to complain about the character or accuracy of various news reports or articles in the press, that is a fact of life in a free society, and I would always want to err on the side of saying that there should be many and discordant voices without the state interfering in what is said by either broadcast or written media. That is the better way to proceed, and the sort of attempts we sometimes have to intimidate individual journalists, as we saw shamefully in the closing weeks of the referendum campaign in Scotland in 2014, when individual journalists were singled out for attack, is not something in which any Member of the House should take pride.
My right hon. Friend the Foreign Secretary recently raised the prospect of the European Court of Justice requiring everyone who uses a vehicle to have insurance, including, for example, householders who mow their lawns on ride-on mowers. Will the Leader of the House find time for a debate on how we can prevent this absurd requirement from being brought into UK legislation?
As I am sure my hon. Friend knows, this issue derives from the Vnuk judgment by the Court of Justice of the European Union. The Foreign Secretary and the Secretary of State for Transport are actively involved in the negotiations about the response to this, and I encourage my hon. Friend to make his representations in particular to Transport Ministers, who will be in the frontline of trying to make sure that that judgment is implemented in a way that causes as few difficulties as possible for the users of those vehicles.
On behalf of the Backbench Business Committee I should like to wish you, Mr Speaker, and the Leader of the House a very happy new year.
I thank the Leader of the House for advertising the wares of the Committee when he advises right hon. and hon. Members of their opportunity to apply to us for debates. May I also remind Members to look at the calendar and think ahead? Time-sensitive debates can be very important. For example, we have a debate next week on Holocaust Memorial Day, in the week before the memorial day itself. If anyone would like a debate on a particular time-sensitive subject, will they please make an application to the Committee in good time?
I am grateful to the hon. Gentleman for his new year wishes and his kind remarks. It is good news that there is now greater awareness across the House of the role of the Backbench Business Committee, and if that can lead to more timely debates and debates on subjects in which electors are interested but which might not be the subject of legislation, that can only be a good thing.
My hon. Friend the Member for Shipley (Philip Davies) did take my place on that Committee, so there is obviously something going on here.
Air pollution, standing traffic and unpredictable journey times cause stress and have an impact on productivity, on jobs and on the good health of UK plc as well as on us humans. Will the Leader of the House find time for a debate on critical infrastructure that can benefit business and communities? An example is the Chickenhall link road, which will be a game-changer for the Solent area and for Southampton airport. We should look at business and communities in a holistic way.
I think pretty well every Member of the House would agree with the points that my hon. Friend makes. That is why the Chancellor’s inclusion in his autumn statement of £23 billion of expenditure on infrastructure, including transport infrastructure and broadband, is so important.
When may we have a debate on early-day motion 852?
[That this House congratulates the Welsh Government on the introduction of presumed consent for organ donation in Wales; notes that 39 lives have been saved in the past year; is concerned that the UK has one of the lowest rates of organ donation consent in Europe; notes the UK target to increase organ donation consent rates to 80 per cent by 2020; and further notes the model successes of presumed consent in Wales which could be replicated across the UK to increase numbers of organs available for donation.]
The motion draws attention to the huge success of the presumed consent to organ transplant in Wales. May I also urge the Government to support the private Member’s Bill that will be presented on Monday that calls for the advantages of presumed consent to be spread to the rest of the United Kingdom? We now know that this is a practical law that is popular with the public and saves many lives.
I cannot promise a debate in Government time, but the private Member’s Bill to which the hon. Gentleman refers will provide an opportunity for further debate on the subject. There might also be opportunities for a debate through the Backbench Business Committee or in Westminster Hall.
In considering its budgets for next year, Labour-led North East Lincolnshire Council is considering the closure of Cleethorpes library, a much-loved local facility. Will the Leader of the House arrange a debate on the value of libraries to local communities?
My hon. Friend might like to seek an Adjournment debate on the issue of Cleethorpes library. I am sure that he and his constituents will be urging the council to look seriously at its priorities and at how to ensure that library services can continue to be provided to the people of Cleethorpes. The provision of library services is clearly the objective that must be sustained.
I hope the Leader of the House agrees that future generations of British people will be very unforgiving if this generation of politicians allows a catastrophic failure to damage or destroy this House in any way, in the knowledge that we did nothing about it now. Will he update the House on when he intends to timetable a debate on the Joint Committee’s recommendations for refurbishment of the Palace of Westminster?
Thank you, Mr Speaker, for highlighting the fact that my nomination for membership of the Women and Equalities Committee was so popular that nobody wanted to oppose me.
May we have a debate on the outrageous plans of Jockey Club Racecourses to close Kempton Park racecourse? If Jockey Club Racecourses is not about the protection of racecourses and the heritage of British racing, Lord knows what on earth it is about. If the closure had been proposed by Arena Racing Company, members of the Jockey Club would have been the first to complain, particularly given that Kempton Park is a profitable racecourse. May we have a debate to find out what this House can do to stop these outrageous plans, which will be a hammer blow to national hunt racing in this country and will concrete over a huge swathe of the area’s greenbelt, too?
As my hon. Friend will understand, this site is ultimately a matter for the Jockey Club, on the one hand—the Jockey Club has a royal charter that obliges it to act for the long-term good of British racing—and the local planning authorities, on the other, but I completely understand his point. I understand not only the importance of Kempton Park to the horseracing industry but the importance of horseracing both as a source of great pleasure to millions of British people but as an industry for this country. Whatever decisions are ultimately taken about Kempton Park, I hope that we will continue to ensure that the horseracing industry thrives, generates jobs and continues to bring great enjoyment and pleasure to so many people.
I will endeavour to behave on this occasion, Mr Speaker. Well over a year ago I told the House that there is not a single NHS dentist available in my constituency and that the incidence of child tooth decay is five times the national average. Indeed, I understand that my constituency is one of the worst in the country, if not the worst, for dentist provision. I further raised the issue in a meeting with the Under-Secretary of State for Health, the hon. Member for Warrington South (David Mowat), on 7 November 2016, and I have heard absolutely nothing, despite his promises. Can the Leader of the House advise the House on why the Government do not appear to care about the teeth of people in the Dewsbury constituency?
As we all know, our country is about to go into its most important negotiations in decades, with consequences for generations to come, yet the three big issues—these issues divide within parties, not just across the House—of the single market, free movement and the customs union have still not been debated in this place. Some think that that verges on being disgraceful. Will the Leader of the House please now assure the House that we will debate those issues, and not only for the obvious reasons but in order to bring together everybody in this country, however they voted in the referendum—as the Prime Minister quite properly said in her new year’s message that she seeks to do—so that we get the very best deal for everybody and for as long as we possibly can?
There will of course be further debates, both general debates on exiting the European Union and others on that matter, as we approach the decision on article 50 and, I am very confident, in the months that follow that. My hon. Friend might also like to know, although this will not satisfy her demand for a debate, that in the next fortnight we will have both Home Office questions, which would cover the free movement issue, and questions to the Secretary of State for Exiting the European Union, on 26 January.
May we have a debate on what constitutes a crisis in accident and emergency in the national health service? The Prime Minister and the Health Secretary refuse to accept that there is a crisis, but the Welsh Tories say that there is a crisis in A&E in Wales, and the Health Secretary says that the English figures are better than those for Wales but fails to point out that, on the basis of what was released this morning, the Scottish figures are 5% better than those in England. May we have that debate on the definition of what represents “a crisis” before the Government fiddle the figures in their response to patients suffering?
We have had both a statement and a lengthy exchange of questions to and answers from the Health Secretary on Monday, and then we had a full day’s debate in the Labour party’s time yesterday on this subject, when all these issues were thoroughly aired. I gently say to the right hon. Gentleman that he ought not to be too complacent about the situation in Scotland, given that the latest figures I have seen show that NHS Scotland was meeting only one of eight key targets and that one in 12 hospital bed days in Scotland were being lost because of delayed discharges.
In wishing happy new year to the Leader of the House, may I say that I hope 2017 is as good for the United Kingdom as 2016 was? In relation to business next week or perhaps the week after—or perhaps even the week after that—will he guarantee that when the Supreme Court makes its decision a Minister will come to the House to give a statement? Will he also agree that no prior comment will be made to the media before this House is informed of what the Government are thinking?
We do not yet know the timing of the Supreme Court decision, which makes it slightly difficult for me to give the firm assurance that my hon. Friend wants. Let there be no doubt: the Government will want to come—and I suspect, Mr Speaker, that you will insist that the Government come—to Parliament at the earliest opportunity to explain their response to the judgment.
First, may I wish you a happy Kiss a Ginger Day, Mr Speaker? [Laughter.] I am sure you can look it up!
The hon. Member for North Antrim (Ian Paisley) rightly raised a serious question about the Committee report, which was produced 18 weeks ago, on the future of the Palace of Westminster. It is now becoming irresponsible that we have not yet had a debate, because a fire in one of the 98 risers in this building would spread very rapidly; if asbestos in any part of this building were discovered it could lead to the closing of this building immediately and indefinitely; and any problem with the 1880s sewerage at the bottom of the building could also close it immediately. Will the Leader of the House therefore make sure that we get on with this immediately, because we are running unnecessary costs and unnecessary risks?
The hon. Gentleman summarises the points that were made at much greater length in the Committee’s report about the very real challenges in managing risks that there are with the Palace of Westminster building. As I said to the hon. Member for North Antrim, I would hope that we can have a debate as soon as possible.
This Kiss a Ginger activity is probably perfectly lawful but I have no plans to partake of it myself. It strikes me as a very rum business altogether; as colleagues can probably tell, I have not the slightest idea about what the hon. Member for Rhondda (Chris Bryant) was prating, so the matter had to be Googled for me.
Yesterday, the European Commission took the retrograde decision to restore GSP plus—generalised system of preferences plus—trade status to Sri Lanka. The Commission withdrew that status in 2010 because of concerns about human rights abuses by the Sri Lankan Government. Despite that Government not yet complying with United Nations Human Rights Council resolution 31, and a damning report from the UN Committee Against Torture, the decision has been made. It has still to go through the European Parliament, but may we have a debate in this House to consider the European Commission’s bad decision, which I know is a matter of concern to Members from both sides of the House?
I encourage my hon. Friend to apply to the Backbench Business Committee for that debate. I am sure he will acknowledge that the British Government have always been in the front rank of those pressing not only for an end to human rights abuses under the previous Sri Lankan Government, but subsequently for reconciliation and peace-building in Sri Lanka. That was symbolised by the visit by the former Prime Minister, David Cameron, to Jaffna and the north of Sri Lanka during the Commonwealth Heads of Government conference a year or so ago. The British Government’s support for reconciliation and respect for human rights in Sri Lanka is real and continuing.
Will the Leader of the House join me in paying tribute to all those who contribute to and work in food banks—such as The Gate in Alloa and Broke Not Broken in Kinross in my constituency—throughout the country, particularly over the Christmas period when demand was so high? May we please have a debate in Government time about the worrying and increasing rise in the use of food banks, which all evidence suggests is a direct result of the Government’s attitude to and policies in respect of social security?
I agree that we should pay tribute to those who organise and work in food banks. Only since 2010 have Department for Work and Pensions offices been formally encouraged to refer to food banks people in a family crisis and in urgent need; previously, that was forbidden. People use food banks for complex reasons. First, if the hon. Lady looks at the figures she will see that the number of people receiving the key benefits who are subject to a sanction in any one month is very small, and there is not a neat relationship between that and the use of food banks. Secondly, I wish she would acknowledge that the Government’s decision to establish and then increase the national living wage has led to the biggest pay rise for the lowest-paid workers in this country on record.
Order. May I gently point out to the House that a further 33 right hon. and hon. Members are seeking to catch my eye? Colleagues know that my normal practice is to facilitate everyone who wishes to take part in the business question, and I am keen to sustain that record, but they should be aware that the debate on Yemen is heavily subscribed and some priority has also to be attached to that. In short, we need short questions and short answers if I am not to leave colleagues disappointed.