Avanti West Coast Contract Renewal

Kate Green Excerpts

Tuesday 25th October 2022 Commons Chamber

[Kevin Foster]

I have to say, that was not the universal reaction to the decision we took, when we were clear that this was a six-month probationary period. We look forward to seeing the implementation of the December timetable changes and the improvement plan, and to closely monitoring the progress being made towards it, including, for example, the training of new drivers to fulfil it. As I have said a number of times, simply repainting the engine and giving the franchise a different name will not solve many of these issues.

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

It currently costs £369.40 for a standard open return between Manchester and London. That would be excessive at the best of times. When the company is completely incapable of running a reliable service, it is downright unacceptable. The Minister has said repeatedly that there are already signs of improvement. That is not the experience of Avanti passengers. Can he describe exactly what signs of improvements he is talking about?

Great British Railways

Kate Green Excerpts

Monday 24th October 2022 Commons Chamber

[Kevin Foster]

The updated rail network enhancements pipeline will be published in due course—shortly might be another way of putting it. But I look at the investment that we are putting into our railways and see £96 billion in the integrated rail plan. I look at the fact that the first major mainline in this country since the Victorian era is under construction now and is on its way to Birmingham, then Crewe and then Manchester. That level of investment in our railways is unprecedented in most of our lifetimes, and it is very welcome.

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

I declare a very personal interest in this matter, Mr Speaker. In the past three days, I have tried to make four journeys between Manchester, Edinburgh and London. Two were more than half an hour late, three were cancelled and one was then uncancelled when the driver of the preceding cancelled train turned up after all and was able to drive my train. However, I say to the Minister, because he has talked about ticketing and pricing, that there is a particular issue where different companies serve the same destinations and charge different and non-interchangeable prices. Can that be addressed ahead of legislation?

[Kevin Foster]

The hon. Lady makes a fair point about making sure that ticket prices are able to be clearly understood by customers and consumers and that they are fair overall. However, open access operators, for example Lumo from Edinburgh, provide a different pricing plan which is of benefit to customers. It is something that we are keen to see simplified and an area on which we look to work.

Avanti West Coast

Kate Green Excerpts

Wednesday 7th September 2022 Commons Chamber

[Trudy Harrison]

I repeat that all options are on the table. The decisions on HS2 are a bit further away. As HS2 Minister, I can say that we are having those conversations. I am certainly speaking with Avanti and visiting all phases of HS2, both in development and in construction. Those conversations are live.

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

The service is a disgrace. Does the Minister understand that there is an urgent need for a solution—not a solution in two years’ time—and that it would be quite unconscionable for this failing company to be re-awarded the franchise in October? May I just say that it is for the Government to grasp the urgency of this situation? If Avanti and no other operator can run this service, may I gently point out that the east coast main line, which was taken into public ownership, runs more efficiently and reliably, and the fares are cheaper?

[Trudy Harrison]

The hon. Lady makes fair points on the comparisons with other train operators, and we will that take into consideration as we make the decision on 16 October. To reiterate, that is 16 October this year, not 2024—we are not waiting two years to make a decision.

Oral Answers to Questions

Kate Green Excerpts

Monday 18th May 2020 Commons Chamber

[John Glen]

The hon. Lady makes a reasonable point. We are monitoring the effectiveness of all these schemes, and the way that local authorities are using their discretion in giving out those grants, but this is a matter that we will continue to examine carefully.

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

What assessment he has made of the effect of the covid-19 outbreak on regional economies.

[The Exchequer Secretary to the Treasury (Kemi Badenoch)]

The Government are closely monitoring the impact of covid-19 on local communities across the UK. We are engaging with local authorities, local enterprise partnerships and mayoral combined authorities, and remain committed to levelling up opportunity all over the UK.

[Kate Green [V]]

The public transport infrastructure will be essential to Greater Manchester’s economic recovery, and funding has been provided to help Manchester Metrolink, but it is insufficient and the situation will be exacerbated because social distancing will mean that it can carry fewer passengers for the foreseeable future. Will the Treasury commit to fully funding Metrolink so that it can help to get the city region back on its feet?

[Kemi Badenoch]

I have been in conversation with the Mayor of Greater Manchester, Andy Burnham, and the Treasury is well aware of this issue. At the moment, we have provided £630 million for councils. We have provided some funding to Metrolink and we will continue to explore the issue further.

Net Zero Targets and Decarbonising Transport

Kate Green Excerpts

Tuesday 4th February 2020 Westminster Hall

[Damian Hinds (East Hampshire) (Con)]

I beg to move,

That this House has considered net zero targets and decarbonising transport.

It is a genuine pleasure to see you in the Chair, Ms Nokes, and to have an opportunity to serve under your chairmanship. Tackling climate change is the defining challenge of our age. In the developed world—the rich world, with our higher per capita emissions—our responsibility is all the greater. I was proud last year when the UK became the first advanced economy to set in legislation a date for net zero, and I am pleased today that we are taking a further practical step by bringing forward the phase-out of petrol and diesel vehicles to 2035.

The UK has been decarbonising more quickly than any other G20 country, although one would not know that from hearing most commentary in this country. One would think that it is because of some accounting methodology, the cunning exclusion of some categories, or the financial crash of 2007-08. One would think that it all happened before 2010 and that nothing has improved since, or that it was because we have exported all our emissions to somewhere else in the world. But no, this country has made good and sustained progress on decarbonisation under Governments of both types. The greatest part of that progress has been made on energy decarbonisation, and the reality is that there is a limit on how much further we can go in that area with current technology, because of the intermittent nature of the sources—the sun and the wind. It will change as battery technology improves, but that is the situation today. We have made good progress, but it is not enough. To hit our net zero 2050 target, we need to increase the decrease, as it were, in our rate of emissions by about 30% compared with what we have managed per annum since 1990. Partly because of the success in energy, transport is now the biggest single source of emissions.

There are many different aspects of decarbonising transport, and we have only 90 minutes for this debate. Other colleagues might talk about active travel, such as walking and cycling, or about shipping, on-demand buses, the electrification of rail, heavy goods vehicles, the development of autonomous vehicles, alternative jet fuel technology or what could be the huge potential, eventually, of hydrogen—and it would be a turn-up for the books if nobody mentioned either HS2 or Heathrow airport. We could talk about many different aspects, but I will concentrate on roads, which is the biggest category, and specifically cars.

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

I congratulate the right hon. Member on securing the debate, and I agree with him on road transport. Will he join me in urging the Minister to let us know as quickly as possible about the funding available in Greater Manchester for the clean freight and clean bus funds? We have good transport and clean air strategies, which were launched by the Mayor of Greater Manchester, but we need money to help small businesses and our bus network to become green.

[Damian Hinds]

I know the hon. Lady’s part of the world well, having stood for Parliament there in the mid-2000s. Buses are an important part of the overall mix, and for Greater Manchester, although I will let the Minister deal with her point in his own way.

On electric vehicles, there is a wide range of Government support and good cross-industry co-operation. There is a subsidy programme for vehicles, home charging points and workplace charging, and there are grants to local authorities for a number of different purposes.

--- Later in debate ---

[James Daly (Bury North) (Con)]

I congratulate my right hon. Friend the Member for East Hampshire (Damian Hinds) on securing this important debate.

I am going to talk about the X41 bus service. When I was elected, the major issue in Bury North was a bus service that connects the north part of my constituency in Ramsbottom with the centre of Manchester—a service that has been withdrawn because of losses suffered by the provider. That service is the only public transport link between central Manchester and the north of my constituency. In London, it would probably take 15 minutes by public transport to cover the same geography to get to the centre of London. I have one bus that takes the best part of an hour, or an hour and a half when it is busy.

When the bus provider gave notice of its intention to take off the bus service, Transport for Greater Manchester shrugged its shoulders. There was no proactiveness from local authorities to try to save the service. I give that as a practical example of a bus service that takes motor vehicles off busy motorways and A roads. Local authorities and other relevant bodies are not doing enough to support public transport, which is critical for connectivity. Although we may talk nationally—I have noticed in this place that we talk generally about money—on the ground, that bus service matters and continues to matter in my constituency. I am glad to say that the Government supported local MPs to provide assistance to make sure that the service remained.

Buses are crucial in my constituency as a link to other areas in Greater Manchester. The debate about buses must be at the forefront of transport discussions in our area. The hon. Member for Stretford and Urmston (Kate Green) spoke about franchising; all Members representing Greater Manchester want a better bus service. I spoke to Transport for Greater Manchester about that. It answered that franchising would guarantee the level of bus services that we have now. The bus services in Bury North are rubbish, so I do not want that. We need a public transport system that encourages people to get out of their vehicles and use the services of good providers such as Transdev. We certainly are not there at the moment.

I will touch on another of the hon. Lady’s points: the clean air charge, which is affecting Greater Manchester. Some £116 million of funding has been provided to assist the region’s freight and logistics, taxi and other operators to upgrade their vehicles. I have many taxi drivers in my constituency who operate in the area. They will not be provided with the funding required to upgrade their vehicles and they cannot afford to do so. This is an important sector—probably the largest self-employed sector in my constituency—and we Conservatives do not wish business to be burdened, so I ask my hon. Friend the Minister to see whether there are ways to provide moneys to support taxi drivers who need their vehicles to be upgraded and are barely scraping a living as it is.

[Kate Green]

I strongly endorse what the hon. Member is saying. Small businesses across Greater Manchester, including the taxi firms in our constituencies, are keen to play their part, but they of all businesspeople will struggle to meet costs without financial assistance. We need information about the clean bus and clean freight funds.

[James Daly]

I completely agree. A number of small businesses in my constituency are coach companies, which own older buses. Again, those businesses run at very small profit margins, and they need assistance to allow them to continue to provide a service. I hope we can have more information on that.

Those are two important issues, and I know that colleagues in the Government will continue to look at how transport infrastructure and connectivity can be improved in the north and how bus services and all public transport can be supported to ensure that our residents do not need to use their cars. A majority of Bury North residents work outside the constituency, so while cycling and walking is to be admired and supported, they cannot do that to get to work. They want good public transport links. I am sure that my hon. Friend the Minister and colleagues in the Government will do everything possible to invest in the north to ensure that Bury North’s residents are connected to the other urban areas.

As a Conservative, I hope we can find a way to support those local businesses and small businesses that are concerned about their futures and concerned that the cost of clean air charges will be unsustainable for them. I hope my hon. Friend the Minister will comment on that.

Oral Answers to Questions

Kate Green Excerpts

Thursday 30th January 2020 Commons Chamber

[Chris Heaton-Harris]

I thank my hon. Friend, who is a near neighbour of mine, for his excellent question. We are currently trialling a new, simpler fares structure with London North Eastern Railway, and will use the findings to inform the development of wider plans to improve fares. This will be a big part of the Williams review White Paper that will be published shortly.

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

One aspect of fare regulation that I invite the Minister to consider is compensation arrangements for cancellations and delays, particularly on commuter services, where the sums involved for the individual journey are small, but the cumulative effect of poor services is significant for those passengers. Will the Minister suggest some ways in which commuters can not only hope to see their trains arrive on time, but easily claim compensation when they do not?

[Chris Heaton-Harris]

The obvious way to get around this problem is to ensure that trains actually arrive on time. That is the ultimate aim of all that we do in this area at the Department for Transport. We have rolled out the Delay Repay scheme across the vast majority of the network, and it is working. However, we are going to spend £48 billion over the course of the next five years to try to ensure that we have the infrastructure in place to make the trains run on time. That has to be the ultimate goal.

Oral Answers to Questions

Kate Green Excerpts

Thursday 24th October 2019 Commons Chamber

[Grant Shapps]

I think that the hon. Lady may be referring to the Hope Valley line. I should be very happy to speak to her about it in more detail and look forward to our meeting up.

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

Confidence in Northern Rail has collapsed among commuters in my constituency as a result of delays, cancellations and poor-quality rolling stock over a number of years. Just how bad does the service have to get before Ministers take action and take the franchise away from this failing company?

[Grant Shapps]

Perhaps the hon. Lady missed it, but I mentioned to the Transport Committee last week that I had already issued a request for the proposal, which, as she will know, is the first stage towards either a direct award or a last-resort operation. I agree that poor service is unacceptable, and the financial problems are well documented.

Draft Heavy Commercial Vehicles in Kent (No. 1) Order 2019

Kate Green Excerpts

Tuesday 8th October 2019 General Committees

[The Minister of State, Department for Transport (Chris Heaton-Harris)]

I beg to move,

That the Committee has considered the draft Heavy Commercial Vehicles in Kent (No. 1) Order 2019.

It is a pleasure to serve under your chairmanship, Mr Hanson. This instrument is the first in a series of three, along with the Heavy Commercial Vehicles in Kent (No. 2) Order 2019 and the similarly named Heavy Commercial Vehicles in Kent (No. 3) Order 2019. Although order No. 2 will be debated later today and No. 3 is subject to the negative procedure, the Committee should consider the whole package when looking at the first order. Together, the orders support the effective management of Operation Brock and strengthen the enforcement regime that underpins it.

As many members of the Committee are aware, the Government have supported partners in Kent to develop Operation Brock: a co-ordinated multi-agency response to situations of cross-channel travel disruption when capacity for heavy goods vehicles to leave the UK through the port of Dover or the channel tunnel is significantly restricted. We have, of course, been preparing to use Brock should cross-channel disruption occur because of the UK’s departure from the EU without a negotiated deal, although it could be deployed as a result of disruption resulting from bad weather or industrial action. Brock replaces Operation Stack and has been specifically designed to keep the M20 motorway in Kent open in both directions, with access to junctions even in periods of severe and protracted disruption.

Operation Brock consists of three phases. The first—Brock M20—is a contraflow queuing system on the M20 between junctions 8 near Maidstone and 9 near Ashford. The contraflow system enables all other traffic to travel in both directions of the M20 on the London-bound carriageway when cross-channel heavy goods vehicles are stored on the coastbound carriageway. When the M20 queuing system reaches capacity, phase two—Brock Manston—would kick in, and cross-channel heavy goods vehicles bound for the port of Dover would be diverted to Manston airport. If needed, phase three—Brock M26—could be used as a last resort to store trucks heading to Europe via the channel tunnel.

The Kent Resilience Forum, which comprises bodies such as the county council and the local police force, is responsible for Operation Brock plans. Any decisions relating to the activation and timing of the different phases of Operation Brock will be taken by Kent police as the gold command in consultation with the Kent Resilience Forum. Although we are undertaking significant activity to inform traders and hauliers of any new requirements resulting from our departure from the European Union, there is a concern that widespread non-compliance could lead to serious congestion on Kent’s roads, as was experienced in 2015 when Operation Stack was deployed for an extended period. That was down to strikes and weather. Almost a third of cross-channel HGVs avoided the traffic system, causing serious traffic problems on the local road network, with part of Kent becoming gridlocked.

The Department has held, and is continuing to have, regular discussions over the past year with the forum and other stakeholders in Kent who are very keen to see measures to strengthen the enforcement of Brock introduced. It is crucial, therefore, that these instruments are brought into force in time for a potential no-deal Brexit to ensure that the scheme operates as efficiently as possible and to reduce the impact on businesses and local communities in Kent.

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

I am listening to the Minister with great interest. Have the Government made an environmental impact assessment of this new proposal?

[Chris Heaton-Harris]

May I come back to that in a second?

I am grateful that time has been found for these debates to take place quickly and also for the speed at which the Joint Committee on Statutory Instruments has scrutinised the instruments.

We consulted on the package of measures this summer and targeted all sorts of people, including key Kent stakeholders such as Kent County Council, the port of Dover and Eurotunnel. The responses received were broadly supportive while providing helpful points of detail that assisted us in drafting the orders as well as raising wider points on the deployment of Operation Brock. I thank everybody who took the trouble to respond.

I will set out the order we are considering today, as well as the other two orders. The No. 1 order confers new powers on traffic officers in Kent. That would enable traffic officers to require the production of documents to establish the vehicle’s destination and readiness to cross the border; direct drivers to proceed to a motorway, removing the vehicle from the local road network; and direct drivers not to proceed to the channel tunnel or the port of Dover, except via a specified road or route. Document checks to help make sure a haulier has the right documents on the M20 will be carried out by temporary traffic officers contracted by Highways England and under its direct supervision. Broader traffic management and enforcement will be dealt with by permanent staff from the Driver and Vehicle Standards Agency and the local police.

The order also sets out the amount of the financial penalty deposit, which will be issued and taken immediately at the roadside by the police or staff from the Driver and Vehicle Standards Agency. If a driver cannot make the deposit, their vehicle will be immobilised. That does not mean it will be stuck in a queue forever; rather, it will be stickered and escorted away to a point out of the queue where further action will be taken. The amount of the deposit for breaching traffic restrictions introduced by the other two instruments, or for failing to comply with the traffic officer exercising the new powers, is set at £300.

To provide an overall perspective, I will briefly outline the traffic restrictions that the other two orders introduce. Order No. 2, which will be debated this afternoon, prohibits cross-channel heavy goods vehicles from using local roads in Kent other than those on the approved Brock route. Order No. 3, which has been laid using the negative procedure, prohibits cross-channel heavy goods vehicles from accessing the coastbound carriageway of the M20 between junctions nine and 13, unless the driver is displaying a permit. That permit will be used in the Brock queue between junctions eight and nine, enabling a driver to demonstrate they have followed the approved Brock route and have complied with any border document checks that may be undertaken in the queue. It also sets the amount of the fixed penalty for offences relating to this series of instruments at £300. We have provided that the new powers and traffic restrictions in the orders will cease to have effect on 31 December 2020, in a sunset clause. This coincides with the end of planning permission for Manston airport to hold heavy goods vehicles and it is important we have that in place until that time.

Crucially, these instruments introduce powers that allow for enforceable border readiness checks to be conducted. If a no-deal Brexit happens, the UK economy will become a third country to the customs authorities in EU member states, enabling them to introduce EU border and customs rules. Traders will need to complete processes for customs and provide documentation to their hauliers, who will need it when carrying goods to let those goods move smoothly across this new border. The border readiness checks would look to see if a haulier has those documents.

That is important because, without the right documentation, drivers may not be able to complete their journey in the European Union. The UK port might turn them away because they do not have the required documentation. For example, some of the customs documentation needs to be scanned at the Eurotunnel check-in before the vehicle can board a train or they may be blocked from progressing through an EU port by a member state customs authority. Vehicles could be delayed or fined or returned to the UK, or goods could be destroyed, so that is vital.

[Kate Green]

I hope that the Minister is going to come back to my question on environmental assessment, but I want to ask him another question. Will those checks, particularly in respect of what might be needed at the EU port or subsequently, include checks on whether the driver has the appropriate European driving licence?

[Chris Heaton-Harris]

I was coming back to that, but I will answer both questions at the same point.

Highways England has undertaken the environmental assessment for the M20 Brock as well as individual sites such as Manston—so yes, environmental assessments have been concluded. I am sorry: I have forgotten the hon. Lady’s second question.

[Kate Green]

Will there be checking on this side for European driving licences?

[Chris Heaton-Harris]

Yes, there will. Currently, there are more than 50. A host of pop-up sites has already gone up, giving documentation out to hauliers and others to tell them what the checks might be. Yes, they will need a driving licence and a passport, and obviously some documentation for customs declaration. All that is highlighted in the documentation they are receiving now. They should be able to check that they are border-ready well before they get to the border.

[Kate Green]

I am sorry to interrupt the Minister again and I am grateful for both his answers. Has the environmental impact assessment carried out by the Highways Agency been published and is it possible for us to see it—or to have it placed in the Library, if not?

[Chris Heaton-Harris]

I believe it is. I will find it and try to repeat that in my concluding remarks so that it is on the record, if that is okay.

I was talking about the various checks and why we need to ensure that our hauliers are border-ready. If the Brock queues are stationary, we propose conducting border readiness checks on the M20 and at Manston airport. A haulier deemed ready to cross the border will be given a permit that allows them to go to their port. Unready hauliers, who try to go to the port without a permit, will be stopped, directed to the back of the Brock queue and receive the proposed on-the-spot £300 fine issued by the police or DVSA.

The orders are of vital importance to allow sensible traffic management in Kent. They help demonstrate to the public and business that Operation Brock will be ready, fully operational and enforceable on day one, should it be needed, to deal with the impact of cross-channel disruption. I commend them to the Committee.

Thomas Cook

Kate Green Excerpts

Wednesday 25th September 2019 Commons Chamber

[Grant Shapps]

My hon. Friend will be pleased to know that the skills are in high demand and that many of the other travel companies are employing. Indeed, as we have heard from other hon. Members, both airlines as well as skill centres, such as those in Stansted, are actively reaching out. I am very hopeful that those who have lost their jobs through Thomas Cook will, in fact, be employed very quickly within the travel sector.

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

What discussions are the Government having with the commercial lending sector, both in relation to the very substantial debt that will be the legacy of this debacle, and to the personal debt of employees? Some of my constituents are extremely concerned about the attitude of their creditors to their mortgages and other loans.

[Grant Shapps]

My right hon. Friend the Business Secretary is writing to the lenders on this specific point, and so perhaps can provide more detail about what she has asked them to do at this Dispatch Box, or I will ask her to write separately. It is also the case that we will be looking to provide as much support as possible. It is important to remember that the deal that Thomas Cook was trying to arrange was actually with a Chinese company for £900 million, so the corporate funding issue is another interesting part that will, I know, be unpacked over time.

Oral Answers to Questions

Kate Green Excerpts

Thursday 10th January 2019 Commons Chamber

[Andrew Jones]

The problem, which is clearly there because the Castlefield corridor is a bottleneck on our network, will be solved using a variety of solutions, some of which will be technical. Funding has been set aside in CP6 and we are working on what that will be spent on.

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

My constituents, who use the line from Oxford Road through my constituency to Liverpool Lime Street, continue to experience repeated delays and overcrowding, and they are told to expect that situation to continue at least until April. What penalties will Northern face, as much of this seems to be due to lack of rolling stock or of train crew?

[Andrew Jones]

If any of the train operating companies is in breach of its franchise, there are mechanisms to hold it to account. Northern is run through the Rail North partnership, which is a combination of the Department for Transport and Transport for the North.