Garden Bridge: Funding
Sandy Martin Excerpts(5 years, 2 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Dr Rupa Huq (Ealing Central and Acton) (Lab)
It has been a busy week for us all at work, with the intractable impasse of Brexit preoccupying most, but life goes on outside this unsolvable Rubik’s cube. I want to draw attention to a scandalous misconduct issue: the £50 million-plus spent on a flower-strewn bridge across the Thames on which zero construction ever occurred. At least £30 million of that comes from the coffers of the Department for Transport. I am pleased to have a Transport Minister before us today, but this ill-fated project is a huge, multidimensional issue that is cross-departmental in nature. I hope that he can share some insights into how this represents best value and best practice and how we can learn lessons so that we do not have a repetition of what has been a catalogue of errors.
Sandy Martin (Ipswich) (Lab)
My hon. Friend speaks about not having a repetition, but while this is possibly the largest example of public money being wasted on something that was never going to go ahead, public money has been wasted on other infrastructure projects, well after the time that it was obvious to anyone that they would not go ahead. Does she share my hope that we can stop this waste of public money in future?
Dr Huq
I am grateful to my hon. Friend, who, until his elevation to the Front Bench, was a fellow member of the Public Administration and Constitutional Affairs Committee, where we address these things all the time. He is bang on the money, as ever, and I will come to some of those points.
Certain words are associated with certain terms: Profumo—“scandal”; Suez—“crisis”; Grenfell—“tragedy”; Dunblane—“massacre”; and Clapham Common—“rail disaster”. That one was for the Rail Minister. The word “fiasco” should, I think, for ever more be associated with Garden Bridge. The Observer claimed last month that the project was scandalously mismanaged and would cost the taxpayer £43 million for nothing.
This is the biggest uninvestigated scandal by a long chalk. It is two to three times the size of the Kids Company scandal, which our Committee did investigate, and which was turned into a London theatrical musical. It is unlike Kids Company, however, in that there is nothing to show for it, and it is unlike Profumo and those other scandals in that it is a genuine scandal of which many people have never heard. We will never see anything about it in certain outlets. The now departed from here Chancellor George Osborne’s fingerprints are all over it, and it has been rendered invisible in the Evening Standard recently, since it all went wrong. I think the paper was quite cheerleading about it before, under its former editor. That editor is now editor of the “Today” programme, so we will never hear about it on the radio first thing in the morning over our cornflakes either.
Many of the so-called great and good are implicated in this whole affair. The right hon. Member for Uxbridge and South Ruislip (Boris Johnson) is among them. The national treasure Joanna Lumley, who had some success with the Ghurka issue, had less success in this instance. The project had been brewing since at least 2003. The Labour Mayor at the time, Ken Livingstone, flatly refused to do anything about it. His successor, the ex-Tooting MP and current post-holder Sadiq Khan, commissioned the report undertaken by my right hon. Friend the Member for Barking (Dame Margaret Hodge), which eviscerated the affair. After the evidence appeared, the plug was pulled. The indomitable Will Hurst of Architects’ Journal pondered:
“How was the Garden Bridge Trust able to spend £46m on a non-existent bridge?”
In fact, the figures after the final winding-up costs exceed that.
A brand-new report published by Dan Anderson of Fourth Street, a consultancy specialising in heritage lottery funding, has called the project an extraordinary waste of public money—more than £53 million in total, over 80% of which came from the public purse. The London Assembly member Tom Copley demanded to know exactly why the additional funds were not vetoed by officials when it was so obvious that the project was flailing, a point made a moment ago by my hon. Friend the Member for Ipswich (Sandy Martin). As I said earlier, there was £30 million from the Department for Transport. Our northern colleagues—indeed, anyone outside the M25—expressed indignation about the fact that so much was spent on the bridge when, in a climate of austerity, transport upgrades and initiatives have not gone ahead. This is not just a London issue; it is wider than that.
In terms of cost, the garden bridge dwarfs previous scandals. I have already mentioned Kids Company. The cash for honours scandal resulted in an £18 million loss. Arms to Iraq cost £4 million, and the parliamentary expenses scandal £2.5 million. Only the Northern Ireland renewable heat initiative cost more. However, there has been an astonishing lack of repercussions in this case.
The Minister may have a sense of déjà vu. In 2016, he was in a similar slot, responding to a debate on this matter initiated by my hon. Friend the Member for Vauxhall (Kate Hoey). However, a lot has changed since then. We have now seen the final bill. On 13 February, just over a month ago, the cost to the taxpayer was revealed to be £53.3 million. A further £5.5 million of winding-up costs was to be paid by the Department for Transport, via Transport for London. In 2018, the legal opinion of Jason Coppel QC, an expert in public and procurement law, referred to a “probable” violation of obligations by trustees, including Joanna Lumley and Paul Morrell, the former chief construction adviser to the Government. There is a sniff of “mates’ rates” here. The project should not have been given the green light by the Government despite all the warnings.
This is a sorry end to a supposedly pioneering project, and a far cry from the 2013 national infrastructure plan. At the time, Danny Alexander said that a £30 million fund to kick-start the project would be supplemented by private income. The Minister himself said that the bridge would be magnificent and that people would come from all over the world to see it. I think that it was supposed to be the second biggest tourist attraction in Europe. My parliamentary neighbour, my hon. Friend the Member for Ealing North (Stephen Pound), was also a big fan, and the computer-generated image excited many people.
Today’s debate is particularly urgent, because the Garden Bridge Trust—the charity responsible for the project—will wind itself up imminently. We now have an itemised bill, in which £21.4 million for building contractors is the biggest expense. Again, this was in 2016, when the funding was not in place and the planning permissions were not there; none of that had been sorted, yet this huge contract was signed off—£10 million to designers and architects, £400,000 on a gala fundraiser, £1.3 million on geotechnical marine surveys of the Thames, £161,000 for the website. So there are huge question marks around the robustness of the business case for this ill-fated bridge to nowhere, and there are questions about the Department for Transport’s own criteria set by the Treasury, which we need to make sure are followed through properly next time. A lot of questions about due process, openness, transparency and accountability have dogged the project since inception and those involved need to be held to account.
We know that the Transport Minister, the Chancellor and Chief Secretary at the time have all moved on, but the Mayor of London from then, the project’s chief midwife, is still active in politics. Until recently, he was Foreign Secretary, and just this week he had a tasteless outburst on the airwaves about money being blown on a historical child abuse inquiry, which has upset families. That seems rich given the cumulative price tag of all his pet projects—not just the unbuilt bridge, but the unused water cannon, the unfeasibly hot buses, the £20,000 on going to Afghanistan to avoid the Heathrow vote.
This episode also raises questions about the role and performance of the Charity Commission. There are question marks over Transport for London as well. It has experienced unprecedented cuts to operational funding over the last five years, with its budget reducing by £700 million a year. It has become one of the few transport authorities in the world that do not receive a direct Government grant for their operational running costs. I would like the Minister to address that.
This is a national scandal. It seems that the usual channels of civil servants and the traffic lights system, by which are warnings when things are going wrong, were bypassed here. It feels like this was a vanity project masquerading as a transport scheme. The fact that it was part of a national infrastructure plan makes it sound more like a regeneration scheme than anything to do with transport. The Hodge report suggests that the sequencing of all the decisions was in tune with electoral cycles rather than anything else. This waste of money on something only tangentially to do with traffic should be seen against the background of austerity, too.
There are implications for other big concerns and projects such as Carillion and HS2, which goes through my seat. There are question marks over the Thomas Heatherwick partnership, which is perceived as greatly favoured in a lot of these contracts nowadays. I am thinking of the Olympic stadium and the new Routemaster buses—the “cauldron on wheels” buses as they have been called. We need to look at the public sector’s use of poorly regulated charities to deliver capital projects, because there is real lack of accountability.
So since the last debate in 2016 there has been a huge volume of new evidence. I would like to know from the Minister whether we can have a fresh inquiry with fresh eyes now that the final bill has come in. There seems to be a merry-go-round involving Arup and others, with people who are trustees also regulating the companies involved and the same companies being awarded contracts.
This floral tribute and unbuilt bridge was meant to pay for itself. Fantastic promises were made, but the local group Thames Central Open Spaces, which I have met, was ringing alarm bells from back in 2014, and it had some success in getting the land listed as an asset of community value.
I ask the Transport Minister why the business case was never really made. Some £60 million of public money was agreed. This is something that I will not lay at the door of his boss whose name rhymes with “failing”, because fortunately that particular Secretary of State did have the foresight to pull the plug on some of this money, but there is a feeling that favoured providers were being fattened up. There seems to be a circular route whereby if we want to, we can set up a charitable arm’s length trust with its opaque governance structures and give all the jobs to our mates and so forth. The regulation is very shady; there is no clear accountability structure here. TfL says it is the Government, and the National Audit Office can only narrowly investigate bits of the Department for Transport and cannot investigate TfL. The GLA has no teeth to investigate TfL. The Public Accounts Committee is now saying that it has done its bit and that this is one for the London Assembly. We are all being led a merry dance, or perhaps led up the garden path. This is a masterclass in buck-passing.
We should be aware that other big projects are going to be funded through this same structure, including the Crystal Palace park and, I think, the national holocaust memorial. Those are great, laudable projects, but we need to ensure that accountability procedures are in place. I mentioned HS2. The garden bridge did not even have the advantage of shaving time off the journey to Birmingham. People saw it as having no direction or purpose.
Was this a complex web of corruption, lies, deception and cover-up, or was it a comedy of errors involving negligence mixed with a touch of arrogance and hubris stemming from a fragmentation of confused responsibilities? Whether this was a cock-up or a conspiracy, lessons must be learned in relation to oversight, because a £40 million-plus mistake is a big mistake to make. This should not be taken lightly. Will Hurst from the Architects’ Journal has said that
“heads should roll over the Garden Bridge but the odds are they won’t”.
There are wider questions about TfL. As I have said, its resource grant has been massively cut. There are also issues about the mishandling of Crossrail, which is now running over budget and over time. It will come through my seat, and my constituents want to know whether it is ever going to happen.
Throughout the garden bridge project, there were constant shortfalls between stated income and real balances. The unforgivable thing was the £24.1 million construction project that was committed to before ownership of the land, funds or permissions were in place. This all happened the wrong way round. Cart before horse; the sequencing was all completely wrong.
I have a couple of questions for the Minister. The National Audit Office report made a series of recommendations about the Department for Transport’s decision-making processes. Have any consequences flowed from that report? Why were DFT officials ignored when they said that there was too much funding for pre-construction activities? We need to see a chain of command between DFT and TfL, because it is not clear what was going on in terms of oversight responsibilities.
We live in an age of freedom of information, social media, public inquiries, televised hearings and investigative journalism, so these kinds of rigged procurement processes involving dodgy competitive tendering and taking things off the books will be noticed now. It is not good enough to have cabals, cliques and the old pals act. I am grateful to Tom Copley, Will Hurst, Peter Walker, Thames Central Open Spaces and Dan Anderson for helping me to illuminate this murky garden bridge fiasco. I have learned a new term this week—“spaffed up the wall”. I learned it from our former Foreign Secretary. Politicians are usually seen as being in it for themselves, incompetent or out of touch, but here it looks as though all three were applicable. I look forward to the Minister’s response, and I hope that we can ensure that these things never happen again.
Delay Repay: Great Eastern Main Line
Sandy Martin Excerpts(5 years, 4 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Will Quince
I thank my hon. Friend for his intervention. I used to live in his constituency, so I know that rail line well. I understand that the trains have improved somewhat since I lived there. When we ask rail users what they want, most of them say that they want reliability, a punctual service, a plug socket and to be able to get a seat. Ideally, they would also like wi-fi. So speed is important, but it is usually a factor that is further down the list. Those are basically the core component of what people want and expect in terms of value for money, and I hope the Minister will address that in a little more detail.
As I said, I hope I have set out why there are good reasons for optimism about the great eastern main line. We have an entire new fleet of trains coming, with a significant investment in rail infrastructure, which should lead to a reduction in disruption and delays. However, that cannot and must not be used as an argument against the rapid introduction of Delay Repay 15 on the great eastern main line.
On 13 October, we had some welcome news from the Department, as the Secretary of State announced an improved compensation scheme—Delay Repay 15. Under this scheme, passengers are able to claim 25% of the cost of a single fare tickets for delays of between 15 and 29 minutes. The scheme would go a long way towards incentivising improved efficiencies in the franchise and compensating commuters for the inconvenience suffered as a result of delayed services. Delay Repay 15 has already been rolled out on Thameslink, Southern and the Great Northern franchises, but not on the great eastern main line under Greater Anglia.
As I know from my own train journeys between Colchester and Liverpool Street, the smallest delay to a daily commute can cause, over time, significant disruption to our professional lives, especially in the mornings, and significance inconveniences to our private lives in the evening—it can make the difference between being able to tuck one’s kids into bed at night or not. We should not underestimate the importance of that. Ultimately, like most of my fellow rail users, I would rather the reliability of the service be vastly improved first, but I know that my constituents would also welcome the introduction of improved compensation rights.
Sandy Martin (Ipswich) (Lab)
I congratulate the hon. Gentleman on securing this Adjournment debate, and I apologise for not being here for the start of his speech. I absolutely agree with the whole campaign, which is brilliant. Our passengers deserve this. Does he agree that any compensation scheme needs also to be easy to use and that Greater Anglia needs not only to introduce Delay Repay 15, but to make its current scheme more user friendly, so that when people try to claim compensation, they are not blocked from doing so?
Will Quince
I thank the hon. Gentleman for that intervention and for the role he plays on the great eastern main line taskforce. One reason why it has been so successful is that all the MPs from our region have spoken collectively with one voice, taking the politics out of the issue, and have focused on the main issues that are going to drive improvements on our line. We work closely together on that.
On the specific point about Delay Repay, the hon. Gentleman made a very good point. There is little point in having a compensation scheme if it is so hard and difficult to operate—it is not user-friendly—that people do not use it. There are of course people who will not bother with it or, for whatever reason, choose not to use it. Some choose to make a charitable donation, and the figure to date for what people across our region have chosen to donate, instead of receiving that money back, is somewhere in the region of £8,000. I agree entirely with him that it is important—in fact, imperative—that we make these Delay Repay schemes as easy and as user-friendly as possible. We should ensure people know how to do it, so it is important that the information is there in the first instance, and then make it as easy as possible for them to complete and to get the refund.
The Secretary of State rightly said back in October 2016 that when things do go wrong for commuters on our rail network
“it is vital that they are compensated fairly.”
The stated policy of the Department for Transport is to move all franchise operators to Delay Repay 15 as new franchises are let. I welcome this decision, but there is one big problem. Currently, Delay Repay 15 has been rolled out only on franchises that were let after October 2016. Herein lies our issue: the Greater Anglia franchise started in October 2016, but the franchise agreement was signed in August 2016. Eligibility for Delay Repay 15 has therefore been denied to the great eastern main line for a number of years as a consequence of a handful of weeks or even, dare I say, days. The irony is not lost on me that it is a timetabling issue that has delayed the introduction of Delay Repay 15 on our line. [Interruption.] That was poor, I appreciate.
Passengers on the great eastern main line are still only offered the original Delay Repay scheme, which compensates customers for the occasions on which they are delayed for 30 minutes or more, not the improved Delay Repay scheme for delays of 15 minutes or more. I can assure you, Madam Deputy Speaker, that it is quite incredible how many journeys are 27, 28 or 29 minutes late. I have been on many of them, and 29 minutes is quite a long time to be delayed, even when it affords a good opportunity to take in some of the beautiful north Essex countryside. [Interruption.] And, indeed, Suffolk, which I believe is also very beautiful.
What I am concerned about—hence this debate—is that if Delay Repay 15 is rolled out if the franchise is re-let on the same timetable as its predecessor scheme, passengers on our line will not have access to the DR15 scheme until October 2025, when the current franchise ends. That would be totally unacceptable. Fortunately, in November 2016 the Government stated their intention to explore the roll-out of Delay Repay 15 during that Parliament. Subsequently, in February 2018, the former Minister of State for Transport, my hon. Friend the Member for Orpington (Joseph Johnson), confirmed in a written response to my right hon. Friend the Member for Witham:
“The Department has received a proposal from Greater Anglia in relation to implementing Delay Repay 15 before their present contract expires. This proposal is in the early stages of being reviewed and analysed to determine whether it is affordable and represents value for money.”
May I ask the Minister what progress has been made in these talks, which were in their early stages one year ago? I am calling on the Department for Transport to ensure that talks with Greater Anglia are fast-tracked to ensure that great eastern main line rail users have the same compensation rights as rail users in other parts of our country. The current situation only entrenches a postcode lottery in a system in which those who use the great eastern main line are less protected from delay and less entitled to compensation than users in other parts of our country.
It seems to me that it is certainly time that Delay Repay 15 was introduced on the great eastern main line. I hope to hear from the Minister that he can offer me and the many rail users on our line—the tens of thousands of rail users—some assurances on this matter and update me on the progress in the talks with Greater Anglia. I really hope that, in the next few weeks and months, we can get this nailed and make sure that our constituents and rail users have exactly the same rights as other rail users up and down our country.
Andrew Jones
My hon. Friend makes an informed point. About 70% of the delays on our rail network are caused by works by Network Rail rather than by the train operating companies, so it is appropriate that we put the focus where the cause is.
I am not in any way trying to suggest that Greater Anglia is perfect; I am just trying to put this in context. The hon. Member for Ipswich (Sandy Martin) raised a point about the compensation scheme currently in place. Greater Anglia is one of the better rated companies in that regard. Contact and payment details can be stored in passengers’ online accounts so that they do not have to fill in their details each time they make a claim, and delay compensation claims can be made via the Greater Anglia app. The principle of keeping things simple and easy for passengers is absolutely paramount, and I agree with his underlying point on that. We have spent a bit of time talking about Delay Repay, and I want to confirm that that is an absolute priority. Colleagues have asked for my assurance that we will be putting our energy into bringing this over the line as soon as possible, and I am happy to provide that assurance. This is work in progress, and I will ensure that everyone is kept informed of the progress being made.
I want to talk bit about some of the other issues that have been raised. My hon. Friend the Member for Colchester talked about the new trains, and they are indeed coming down the line. I am particularly keen that the current performance of Greater Anglia and Network Rail should continue to improve. Their performance is starting to improve, although there was a difficult autumn period with a mixture of infrastructure faults and train faults—as well as some fatalities; a powerful point was made about the number of suicides on our lines—and that has an impact on people. Every single case is obviously an appalling personal tragedy, and that must be borne in mind in any comments that we make. It is also worth noting that the suicide rate in the UK is at a 30-year low. We have seen a fall in the suicide rate on the railways in the past year or so, but it has not been so marked as across the country as a whole.
We have a secure station scheme, which involves an accreditation run through the British Transport police. It has been running for 20 years, and it was refreshed last year to include measures to combat suicide and self-harm. I would be keen to hear from colleagues of any problem areas on the rail network, because I am keen that we should do all we can to help in this regard. That is why we have renewed the secure station scheme to include training and to focus on trying to minimise suicide and self-harm. This is an important point. It is not just about the delays, obviously; it is also about the practical nature of dealing with the intense personal tragedies involved in each case.
Sandy Martin
I believe in giving praise where it is due, and in this particular case I believe that we should give praise to Greater Anglia for the project that it is running—I believe in conjunction with Mind—to help staff to deal with these problems and to reduce the number of suicides on the railways. I really hope that that scheme will be successful as well.
Andrew Jones
That is an important point well made. Up and down the country, we see TOCs partner with either public bodies or, as in this case, successful and important charities. The British Transport Police and the secure station scheme work with the Railway Children and the Samaritans, for example, and such partnerships can make and are making a difference.
I mentioned that performance has been mixed over the autumn period, but it is starting to improve. Looking at the public performance measures, Greater Anglia’s PPM for the period ending 5 January was 89.7%, which should be compared with the target in the franchise agreement of 88.7%. However, we want to go even further. We want all passengers on our network to receive the best possible service.
Mr Deputy Speaker (Sir Lindsay Hoyle)
Order. I think we are being good natured and ought not to be tempted to start scoring political points on what is an important matter to Members’ constituents. I am sure the Minister got the point but did not want to answer it.
Sandy Martin
Will the Minister accept that although the regulated fares have gone up by something approaching 3%, there were unregulated fares that went up by very much more than that? Can he explain why, for instance, the Anglia rover ticket went up by something approaching 30%?
Andrew Jones
I am afraid we will have to take up that individual question with the rail operating company. The position we are taking is that we impose the cap on regulated fares, where customers do not have a choice, so that they do not become the victims of insufficient market choice. That is how the system was created and that is why we have run it for six years in a row.
We have been talking about how we can take cost out. As we look into rail inflation, we recognise the need to move away from RPI towards CPI. The Secretary of State has discussed this with rail operating companies and written to the rail trade unions to ask for their understanding and co-operation. I have also discussed the issue with the rail trade unions when I have met them, although we have not yet made quite the progress that I was hoping for.
One thing highlighted has been the nature of value, not just the absolute price. The point about value is well made, because it is a question of the absolute price for the goods and services received. I hope we will be able to demonstrate significantly greater value as some of the benefits of the investment come through. We will see those benefits in more reliable journeys, greater resilience in the network and, in particular, the new rolling stock.
I appreciate that passengers across the region, including Colchester, have not always had the service that they deserve. The maintenance of a high standard of customer service performance is the absolute priority, but I recognise that when things go wrong, passengers should receive the appropriate level of compensation. The focus of our discussions with Greater Anglia are to ensure that the key criteria we have been talking about today are satisfied and delivered, and that we reach agreement to implement Delay Repay 15. My commitment to the House is that I will focus on this over the next few weeks.
With the record level funding on our network services and new rolling stock being rolled out this year by Great Anglia, I am optimistic about anticipated improvements for constituents in Colchester and right across East Anglia.
I hope that, in a year’s time, passengers across Colchester, and right across the east of England, will see the very real benefits of the investment that matches our railway vision—
Oral Answers to Questions
Sandy Martin Excerpts(5 years, 5 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Martyn Day (Linlithgow and East Falkirk) (SNP)
Sandy Martin (Ipswich) (Lab)
The Secretary of State for Transport (Chris Grayling)
The Department has been working for some time to ensure that traffic can continue to flow through UK ports as frictionlessly as possible in all scenarios when we leave the European Union. This has included engaging closely with others across Government, and with ports and their representative bodies. As regards ferry capacity, I refer the House to the two statements I made earlier this week.
Chris Grayling
As I said in the House earlier this week, we will not be paying Seaborne until ferries operate. From the point of view of business in Scotland, we have made sure that there are additional routes available from the east coast ports to northern Europe. In the event of a no-deal Brexit, which I hope will not happen, that should be a really valuable alternative for Scottish business, and the hon. Gentleman should welcome that.
Sandy Martin
How long has the Minister’s Department estimated it will take to recruit and train the thousands of additional customs officers who will be required if we leave without a deal, and what conversations has he had with Her Majesty’s Revenue and Customs about this?
Chris Grayling
I am very confident, as I have said, that HMRC will be ready. Of course, the point is that, at the moment, we do not collect customs tariffs or carry out checks. The Government have said very clearly that our prime priority in a post-Brexit world will be the fluidity of trade; other things can follow. Security, of course, remains of paramount importance, but beyond that, other things can follow. That is the approach the Government have taken.
Road Safety
Sandy Martin Excerpts(5 years, 7 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Matt Rodda
The hon. Gentleman makes an interesting point. That should be looked at and reviewed across the UK as a whole.
I would like to move on to another aspect of this very important area. The 2017 release stated:
“The population of older people (aged 70 and older) has increased relatively rapidly over recent years. This carries implications for higher levels of casualties in this age group in the future.”
What do Ministers propose to do to address that issue? The Minister touched on it, but much more detail is needed. With an ageing population, older road users could become much more vulnerable.
At the other end of the age scale, it is encouraging to hear that the overall number of child casualties of all severities decreased by 2% to 15,721, which is one of the lowest years on record. However, I am sure we can all agree that this figure remains far too high and that the Government must strive to make our roads safer still, especially for vulnerable road users.
Between 2010 and 2016, the number of deaths from road accidents remained broadly consistent, as we have heard. However, the number of pedestrians killed on our roads increased.
Sandy Martin (Ipswich) (Lab)
Does my hon. Friend agree that far too many drivers of motor vehicles still seem to assume they always take precedence and that we need a fundamental change in attitude towards pedestrians and cyclists, so that car and lorry drivers start treating non-drivers with respect?
Matt Rodda
I agree with my hon. Friend’s suggestion. He makes an interesting point.
I return to the wider point about vulnerable road users. Although the number of cyclists killed on the roads in 2017 was slightly lower than in 2016, the 101 deaths was very similar to the levels seen since 2010. If we look at where those fatal accidents occurred, of the 1,793 road deaths in 2017, just over 1,000—or 60%—took place on country roads, 626 occurred on urban roads and 99 took place on motorways. That is a 2% increase since 2016. While the number of people injured on motorways has decreased, there was a 6% increase in the number of deaths on motorways. How does the Minister plan to address that important and worrying statistic?
Cycling: Gilligan Report
Sandy Martin Excerpts(5 years, 9 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Layla Moran (Oxford West and Abingdon) (LD)
I am extremely grateful to have the chance to speak this evening about the importance of cycling and, more specifically, the Gilligan report. Oxford is famous for being a cycling city. In fact, one of the first early-day motions I tabled following my election was to congratulate the city on its newfound cycling city status and ambitions. That said, it is fair to say that I am a fair-weather cyclist. I use an electric bike with a very pretty basket, and I usually cycle in a skirt and rarely in the rain. One could therefore rightly ask why I decided to become a vice-chair of the all-party parliamentary group on cycling. Well, I did that not because I am not a Lycra-clad, cycling fanatic, but because I am exactly the type of person whom we need to encourage out of the car and into the saddle. While cycling may not be great for my hair, it is brilliant for my health and the environment, and anything that I can do to encourage others to join me is a good use of my time.
Of course, the catalyst for this debate has been the publication this summer of the “Running Out of Road: Investing in Cycling in Cambridge, Milton Keynes and Oxford” report by former London cycling tsar Andrew Gilligan, as part of the National Infrastructure Commission. The report is incredibly welcome. At its heart is a recommendation for £150 million of investment in cycling in Oxford to realise the ambition for a “C change”—a cycling change—with an increase in cycling journeys and a reduction in congestion.
Securing substantially increased funding for cycling in Oxfordshire is key to truly integrating cycling into all local transport and planning projects, to ensuring that cycling provision is ambitious and designed to a high standard, and to ensuring that cycling is integral to other transport networks—my goodness that is not the case at the moment—rather than being isolated or an afterthought.
Sandy Martin (Ipswich) (Lab)
Does the hon. Lady agree that, by demonstrating what is possible, Oxford and Cambridge could show what will work in other towns and cities of the same size across the country? We should not have just one or two beacon towns and cities; cycling should become part of the total transport fabric of this country.
Layla Moran
I completely agree with the hon. Gentleman.
The report further advocates an Oxfordshire cycling commissioner with powers similar to those Andrew Gilligan held in London. The commissioner’s job would be to hold all aspects of county, district and city councils to account, and the report suggests that local cycling campaign groups should be funded to allow them to examine and challenge planning applications that are not ambitious enough. I have spoken to Cyclox, BikeSafe and Abingdon Freewheeling, which I am sure would all welcome that proposal with enthusiasm.
The report concludes:
“Provision for cycling in Oxford is poor”.
I absolutely agree.
Oral Answers to Questions
Sandy Martin Excerpts(5 years, 11 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Mr Speaker
The Minister is a treasure trove of previously unearthed information, for which we are extremely grateful.
Sandy Martin (Ipswich) (Lab)
The Secretary of State for Transport (Chris Grayling)
May I take this opportunity to thank Members on both sides of the House for the support they gave last week to the vote on the expansion of Heathrow airport? I think that sent a powerful message about the future of our country. The support came from the Government side of the House, the Opposition, the parties in Northern Ireland and Scottish Conservatives, and it was a resounding vote for the country’s future.
Sandy Martin
Although Greater Anglia and the Government both say that they want 15 minutes to be the trigger period for passenger compensation, travellers from Ipswich are still unable to claim any compensation until their trains are more than 30 minutes late. Given the number of failed trains, failing overhead wires, failing rails, failing points and failing signals, when will the Secretary of State rectify this anomaly and ensure that my constituents can claim the compensation that is readily available to passengers in the rest of the country?
Chris Grayling
The move across the country to repayment after a 15-minute delay is being phased in with new franchises that will start over the coming years. I say to passengers in East Anglia that every single train there is being replaced with a brand new one. That will improve performance, stop the blight of broken down old trains, and mean a much better travelling experience.
Oral Answers to Questions
Sandy Martin Excerpts(6 years ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Jesse Norman
A series of potential schemes are in place and they are moving forward to different forms of announcement or development, but I would be happy to send my hon. Friend a more detailed update.
Sandy Martin (Ipswich) (Lab)
Can the Minister explain to me why Highways England refused to take any interest in the provision of an alternative for the Orwell bridge on the A14, which is a vital strategic link that is often closed?
Jesse Norman
The hon. Gentleman and I have met and we have met Highways England to discuss this, and I think it is overstating the matter to say there is no interest at all, but we continue to look at the issue.
Community Transport
Sandy Martin Excerpts(6 years, 1 month ago)
Westminster HallRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Westminster Hall is an alternative Chamber for MPs to hold debates, named after the adjoining Westminster Hall.
Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.
This information is provided by Parallel Parliament and does not comprise part of the offical record
Jesse Norman
I feel the same concern as him and, if he allows me to proceed, I will be happy to give a reassurance about that. In fact, let me bring that section of my speech forward. We have said this in the past, but let me say again on the record that our judgment is that it would be premature for local authorities to withhold contracts pending further analysis and exploration of the legal complexities involved in this area. I cannot be clearer than that, and I hope that is reassuring to the sector, as it should be.
Sandy Martin (Ipswich) (Lab)
In which case, will the Minister write to local authorities instructing them to be helpful towards the community transport sector? The responses from local transport authorities around the country have been very variable.
Jesse Norman
We continue to consult local authorities. We will pursue the current consultation, which has been very full and wide-ranging, and then publish the results on that matter—properly considered and legally advised—in due course. I will say, though, that local authorities should heed the words I have just said and take a large degree of comfort from them for existing practice.
Oral Answers to Questions
Sandy Martin Excerpts(6 years, 4 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Chris Grayling
We often fail to appreciate the hidden army of people who support our transport system. Those who turned out over the Christmas period—with some extraordinary work was done—deserve all of our thanks. Whether it is the improvements in the north-west, the expansion of Liverpool Lime Street that has taken place over recent months or the extraordinary work at London Bridge, north and south we are seeing huge investment programmes that will make a difference to the passenger experience.
Sandy Martin (Ipswich) (Lab)
Rail Franchising
Sandy Martin Excerpts(6 years, 5 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Will Quince
I am sorry, but time is limited and I have taken enough interventions.
My hon. Friend the Member for Bexhill and Battle is right that we need to consider more open access in which two or more companies operate on the same franchise, where the line can support it. I appreciate that many lines cannot support such open access, and the Great Eastern main line is a prime example of where it would be very difficult. Where we do have open access, operators tend to have higher satisfaction ratings, which proves that competition can offer benefits for passengers.
Ticketing is another thing that could be improved. I would like season tickets to take inspiration from the fare capping on the London underground. Buying an annual ticket, as opposed to a monthly ticket, offers a substantial discount. If a person’s employer does not offer a season ticket loan, it can be difficult for them to afford a one-off payment of often thousands of pounds—in the case of Colchester to London, about £5,000. Passengers should not pay less just because they can afford such a large amount in one go, so I urge the Government to look into capping season ticket travel on new franchises so that passengers will never pay more than the cost of an annual ticket in a single year. That would instantly save commuters hundreds of pounds, and it would be made easier by the implementation of smart ticketing, which we are seeing rolled out across franchises.
Our rail network has undergone an extraordinary transformation since privatisation. Passenger journeys, down a third between 1960 and 1995, have doubled. We have one of the safest railway networks in Europe. The focus must now be on doubling down on competition and value for money as part of the franchising process, and not on taking away all competition and returning to the days of British Rail. I encourage the Government to set a 40-year vision to transform our railway, rather than listening to the Opposition’s plans for returning our railway to the state last seen 40 years ago.
Sandy Martin (Ipswich) (Lab)
In my region, Abellio is running some trains with guards and some without. It is using its plans to introduce new trains in East Anglia as an excuse for threatening to remove guards’ ability to supervise the closing of the doors. I have a great fear that my constituents’ travel needs will be sacrificed on the altar of the rail operator’s intransigence. Abellio is quite capable of running brand new, safe and viable trains with guards who fully supervise the train, including by closing the doors. It can do that in Scotland and do it in the Netherlands.
The Conservatives say that our train operators are better than they would be if they were state owned, but many of our train operators are state owned—just not by this state. Dutch democratic decision takers believe that passengers in their country deserve rail services that involve guards ensuring the safe closure of doors, but here in England, Abellio is awarded a franchise that is based on the removal of that safety measure, and once the franchise is awarded, the Government claim that any disruption caused by industrial action is nothing to do with them. The franchising system reduces every decision to what the train operator can afford to do within the franchise it has agreed. I want a railway based on the best interests of passengers and of our country.