Bus Passes: 1950s-born Women

George Freeman Excerpts

Wednesday 30th October 2019 Westminster Hall

[The Minister of State, Department for Transport (George Freeman)]

Thank you, Sir Christopher, for the chance to serve under your chairmanship. I echo your justifiably warm comments about the hon. Member for Coventry South (Mr Cunningham). It is a pleasure for me to make my first appearance as the newly created Minister for the Future of Transport, but it is also a real pleasure to pay tribute to the hon. Gentleman. In my 10 years here, I have seen the quality, calibre and tenacity of the representation that he has given to the people of Coventry South. I am aware that this may be his last debate. He has given 50 years of public service, including as a city councillor leading the council and as an MP since 1992. Whoever returns in December, this House will miss the hon. Gentleman for his contributions.

My constituency is affected by the pension changes. It defies the stereotype of Norfolk as the playground for the golden Range Rovers from Chelsea to go to the coast. Mid Norfolk is a low-income, largely blue-collar, rural constituency. I well appreciate and understand the issues that the hon. Gentleman has raised, and the importance of concessionary fares on public transport and these pension reforms.

I want to set the scene by reminding everyone why these reforms were necessary. First, they reflected changes in average life expectancy. When the pension system was created, life expectancy was decades younger than today, when it is going up by about a year every decade. These are substantial changes to our workplaces and in the demography of our nation.

Changing the state pension age was a difficult but, in my view, necessary decision. It was necessary not least because we had to deal, in 2010, as a coalition Government, with the horrendous Budget deficit that we inherited. To remind those who are not familiar, the Government at the time were borrowing £1 of every £4 they were spending. Some very tough decisions had to be made. It is worth remembering that these changes were part of recognising some incredible and welcome changes in the workplace of modern Britain. Women now rightly enjoy—it is long overdue—the chance to fulfil careers based on equality in the workplace and to work long, healthy lives, and to enjoy the opportunities that have been dominated by men for too long. That is part of what the reforms were about. However, I totally accept, as I have with my constituents, that where there is a change or threshold in any benefit, concessionary travel or pension situation, there will be people who are caught at the margins or the cut-off point. That is what has happened in this case.

I would not be doing my job if I did not point out that women who reached the state pension age in 2016 will have received, on average, more state pension over their lifetime than women ever have before. Furthermore, if we had not equalised the state pension age, women would be expected to spend on average more than 40% of their adult lives in forced retirement. There are two sides to this coin.

On the suddenness of the change, although many women in my constituency were surprised in 2010-11—as I am sure they were in the hon. Gentleman’s—the changes have been coming. The Pensions Act 1995 included plans to increase the women’s state pension age from 60 to 65, to align with men. The Pensions Act 2011 moved the state pension age for both men and women to 66. As he signalled, the High Court ruled in favour of the Government in its judicial review ruling of 3 October.

[Mr Jim Cunningham]

I would need to check it out, but I understand that there may be an appeal on that ruling, so I do not think that the matter is finished.

[George Freeman]

There may well be an appeal, but I obviously cannot comment on it. I simply make the point that the appeal will be against the ruling in favour of the Government.

On concessionary travel, we all know that for many people the concessionary bus pass can be an absolute lifeline, providing access to work, public services, healthcare, education and, particularly in rural areas, to the very fabric of community and the fabric of active and healthy societies. That is why the Government continue to support concessionary bus travel to the tune of £1 billion a year through local authorities in the UK, to try and ensure that no older or disabled person in England is prevented from travelling by bus for reasons of cost alone. However, I accept that we must go further, and I will set out shortly what the Government will do.

[Stephen Lloyd]

As the Minister knows, one of the challenges with bus passes is that there is a bit of a postcode lottery: they vary between cities and rural areas. In the spirit of positivity that the Minister spoke about, will the Government make any proposals to ensure that people get the same level of bus pass across the piece, so that WASPI women in rural areas will not suffer more than they would if they lived in London?

[George Freeman]

The hon. Gentleman makes a very interesting point; will he drop me a line about it? As he knows, I am a champion for rural areas and tackling rural inequality, and I will be looking at what we need to do in our new bus package, which I will describe shortly, to ensure that rural areas do not suffer.

In April last year, we announced a change in the legislation to protect the concessionary travel scheme in its current form so that it can continue to provide free travel for eligible older and disabled people for years to come. I should point out that equalising the age difference between men and women removed the anomalous situation in which non-disabled citizens of working age received free bus passes.

To mitigate the effect of the state pension age changes on the people worst affected, Parliament has already legislated for a £1.1 billion compensation package, which reduced the proposed increase in state pension age for more than 450,000 of the hardest-hit men and women. That means that no woman will see her pension age change by more than 18 months relative to the 1995 Act timetable. I accept that that does not deal with all the issues that the hon. Member for Coventry South raised, but for me that is really important. Some of the constituents I have spoken to are among the most seriously affected, and the idea of the package is that it will help at least to substantially mitigate the impact on them.

In addition, the Government are committed to improving the outlook for older workers. We are helping many of the people who had planned to retire but now work, to get back into work, including by removing many of the barriers that they may face. To enable older people to work for longer, as many want to, we have reformed the legislation to remove the default retirement age, which means that people are no longer forced to retire at an arbitrary age. We have also extended the right to request flexible working to all with 26 weeks’ continuous employment, which means that people can propose and discuss a flexible working requirement to suit their needs.

Alongside those significant legislative reforms, we have been successfully challenging negative perceptions about older workers through a major programme, Fuller Working Lives, which is led by the Department for Work and Pensions. We have appointed Andy Briggs as the business champion for older workers, to spearhead the Government’s work to support employers in retaining, retraining and recruiting older workers, to actively promote the benefits of older workers to employers across England, and to influence them both strategically and with practical advice. I am not being pat when I point out that the hon. Member for Coventry South is a walking embodiment of the agility, impact and leadership that people can provide in their senior years. There are many people in this country who have a lot to give, in Parliament and in society, and we want to help and encourage them.

There is strong demand and competing claims for concessionary fares. There are many calls on the Government for extensions to the statutory concessionary bus travel scheme for important groups, including young people in search of work, jobseekers and carers, as well as those who are affected by the changes in the state pension age. Each of those groups may have a different and engaging case for access to cheaper travel, but if the Government are to protect the current scheme, which costs £1 billion a year, we must ensure that it is financially sustainable. With that in mind, I will shortly announce, as part of my reforms in my new role, a series of changes to the way in which we tackle demand-responsive bus travel in rural areas.

Concessionary travel legislation gives all local authorities in England the power to introduce local concessions in addition to their statutory obligations, so that authorities that have a particular problem can deal with it. I am delighted that that has happened in the west midlands, which includes the constituency of the hon. Member for Coventry South: the West Midlands Combined Authority, led by its excellent Mayor, Andy Street, has introduced a women’s concessionary travel scheme that gives free off-peak bus and tram travel to women who live in the west midlands and were born between March and November 1954. More than 9,000 women across the region are set to benefit. Lest anyone should think that I am being politically partial, let me say that a similar scheme has been put in place by Mayor Andy Burnham in Greater Manchester, and that schemes that offer free bus travel to residents aged 60 and over exist in London and Merseyside. Local leaders can, and in some cases do, put additional measures in place.

[Luke Pollard]

I am grateful that the Minister has set out the fact that that can happen, and that it is a good thing when it does. Has he considered carrying out a cost-benefit analysis, looking at the benefits to society from giving WASPI women the free bus pass that he so praises in the west midlands and in Manchester?

[George Freeman]

I am grateful for that excellent question. In my new role I am looking not just at that issue but at the costs and benefits of widening access to bus and public transport for people in areas where it can tackle disconnection and help to drive up productivity. In my constituency, and possibly in the hon. Gentleman’s, many communities are quite cut off and isolated from the very exciting areas that are creating jobs and have zero unemployment. Cambridge is 40 miles down the road from Mid Norfolk, but I have many constituents who cannot get there, so they cannot get those jobs. As part of my role, I am looking at the cost-benefit ratio for the Treasury of having better travel, better training and better skills.

The Government have committed to seriously transform bus services across the country for the first time in a generation. I therefore welcome, as I hope colleagues across the House will, the announcement of our £220 million package, “A better deal for bus users”. Whatever else one might think about politics in this country at the moment, I welcome the fact that we have a Mayor as Prime Minister—someone who not only gets buses, has designed them and paints them in his spare time, but deeply gets the importance of public transport and interconnected transport for modern connected places. That is, in no small part, why we are introducing our major bus reform, with £50 million to deliver Britain’s first all-electric-bus town or city; £30 million in extra bus funding, paid directly to local authorities to enable them to improve bus services and restore lost services; and £20 million to support demand-responsive services in rural and suburban areas.

On the point that the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard) raised a moment ago, as Minister for the Future of Transport I am working actively on whether we can take a more intelligent place-based approach. When we look at a county—Norfolk, in my case—or a city, instead of asking how best to spend our money on subsidising bus services, we should ask a different question: “How best can we help the people in this area who need help to get to work or to get access to public services?” I am absolutely sure—indeed, I have seen it working—that by using digitalisation or simple telephone demand systems, we can make it easier for people to log on and signal where they need to go the next day, and we can ensure that we provide for a mixed economy. Whether it is for two or three people in a car-share, 10 people in a minivan, or 20 or 30 people on a bus, we can do much better in using technology to provide smarter public and community-based travel and support services.

I genuinely thank the hon. Member for Coventry South for raising this important matter, for the chance for us all, at the end of this Parliament, to signal that we need to get this right, and for allowing me to highlight what the Government are doing to get it right. As this Parliament winds up, I congratulate him on his very, very distinguished parliamentary career.

Question put and agreed to.

Bus Services: Cumbria

George Freeman Excerpts

Tuesday 29th October 2019 Westminster Hall

[The Minister of State, Department for Transport (George Freeman)]

Thank you for that, Dame Cheryl. I echo those sentiments and thanks.

I congratulate the hon. Member for Westmorland and Lonsdale (Tim Farron) on securing the debate and thank him for raising this issue. He now has a meeting in the diary with my noble Friend Baroness Vere, who leads on buses in the Department. It is an absolute pleasure for me to respond to the debate, partly because, as a rural MP for Mid Norfolk, I share many of the hon. Gentleman’s frustrations at the neglect of rural buses over decades, but also because, as the newly appointed Minister for the future of transport, with responsibility in the Department for a new portfolio and leading on tackling disconnection, decarbonisation, digitalisation and innovation in the private and public transport sectors, I welcome the chance to speak to the issues that he has raised and to highlight some of the things that we are doing to turbocharge the improvement of rural connectivity.

The hon. Gentleman and I, and indeed the hon. Member for Barnsley East (Stephanie Peacock), recognise, as I think all rural MPs do, that public transport and particularly buses in rural areas are essential to connectivity to the workplace, but also for access to public services, particularly healthcare and education. Often in these debates, however, those of us who bemoan the lack of investment and support for rural buses over the years forget that there is still a very substantial service. There are 4 billion bus journeys a year.

Buses remain the most popular form of public transport. Overall, passenger satisfaction remains consistently high, at 85%. I happen to think that the figures are probably higher in urban areas than in some of the rural areas, such as Mid Norfolk and Westmorland and Lonsdale. None the less, I place it on the record that buses are popular and are vital for the connectivity of rural communities and, of course, vital for productivity and general economic wellbeing. For the many people visiting areas such as the Lake district, buses are key.

For the first time in my memory, we have a Prime Minister who has been a Mayor—it is certainly the first time we have had a Prime Minister who makes model buses—and who actually has a passion for public transport, and for places, buses and connectivity, which is all to the good. It is for that reason that I am here today to signal the levelling up of our ambition for rural connectivity. Indeed, the first request that the Prime Minister made to me when he asked me to take on this role was to drive better innovation and faster connectivity, to reach out to those people and places left behind, which is a subject the hon. Member for Westmorland and Lonsdale and I have both spoken about and written on widely.

That is why I am delighted that in the last few weeks the Government have announced a new £220 million bus deal and committed to a long-term bus strategy. We may say that is long overdue, but it is happening none the less, and I am delighted. Crucially, it will focus on the passengers who rely on the services, rather than the providers, and we will also look at how national and local government, and the private and public sectors, can work together to improve value for money and to get a better deal from not only the additional money, but the money that we have already put in.

Each year the Department for Transport provides £250 million in direct revenue support for bus services in England via the bus service operators grant. Without that, fares would increase and marginal services would disappear in the hon. Gentleman’s constituency and mine. Around £43 million of that grant is paid directly to local authorities, rather than to bus operators, to support socially necessary bus services in their areas that are not commercially viable. The Government recognise the importance of these services, which are essential for rural connectivity and for supplementing the often patchy private provision of, for example, evening or Sunday services, which may not be available.

To improve current bus services or to restore lost services, the Government will pay an extra £30 million of new funding to local authorities to help tackle that problem, in addition to the £1 billion a year currently spent by local authorities on concessionary bus passes. We also committed to protecting the national bus travel concession, which benefits around 10 million people, allowing free, off-peak local travel anywhere in England. That concession provides older and disabled people with greater freedom, independence and a lifeline to their community, and enables access to facilities in their local area and helps them to keep in touch with family and friends.

In policy making, it is sometimes easy to overlook the essential nature of rural public transport for basic, functioning communities and connectivity. Living in a great city such as London during the week, one sees transport at our fingertips, on demand when we want it. In rural areas such as the hon. Gentleman’s and mine, it is not like that. No one expects it to be identical—we want diversity—but we have to recognise that connectivity is fundamental to a functioning society and economy. That is why we are going further and why we need to be more innovative.

Digitalisation and basic telephony now make a whole range of new services possible. Demand-responsive transport services have been used for some time to replace infrequent traditional services that do not meet a local community’s specific needs, or to get services closer to where people live at a time that is convenient for them—and we are about to go further and faster. We will start to look at places, counties and districts and ask where the people who most need to be moved around actually are, and at what time of day, and whether one bus running infrequently down one road is the right way to do that. Could we use technology to provide a more mixed package of lift-share, car-share, community bus and traditional and modern bus services?

To trial on-demand services in rural and suburban areas, the Government have established a new £20 million fund as part of that bus deal. I am delighted to tell the hon. Member for Westmorland and Lonsdale that, as part of that, I will be championing innovation in rural areas. As part of the future mobility zones that I am putting in place, we will look specifically at rural mobility, not just at inner-city and urban mobility, where so much of the innovation has tended to be.

The hon. Gentleman rightly paid tribute to the many people up and down rural Britain who contribute to community transport and support their communities. I echo that. Approximately 8 million passenger trips take place in rural areas every year, which has a huge impact on encouraging growth and reducing isolation. Community transport operators can access the bus service operators grant to help keep fares down and to run a wider network of services than they could otherwise afford to run. Community transport spend from this grant was substantially above £3 million in 2018-19.

Data, technology and innovation are making possible a whole range of new services, which is why access to digitalisation for rural bus services is a crucial part of what we are doing next. Passengers rightly expect easy access to comprehensive and high-quality information about local bus services. People want to know where they can catch a bus, when it will come, what the fare will be and how they can pay. With more and more people having smartphones in their pockets, it is surely possible for us to run a more digital and demand-responsive service.

The bus data powers in the Bus Services Act 2017 will go further than the partnership provisions, requiring all bus operators of local services in England to open up real-time information on routes, timetables, fares and tickets to passengers from next year. These improvements aim to remove uncertainty in bus journeys, improve journey planning and help passengers secure best-value tickets.

However, we will go further. Notwithstanding potential electoral disruptions, I shortly expect to announce future mobility zones, our flagship project for supporting innovation in future transport. Crucially, I will be looking at rural as well as urban areas. We will look at pilots on demand-responsive services such as those in Lincolnshire and in the Tees Valley, which was announced this week by the Mayor of Teesside, Ben Houchen.

I will close by congratulating the hon. Member for Westmorland and Lonsdale and genuinely thanking him for securing the debate, which has given us the chance to raise these issues. His points on the northern powerhouse were well made, and I will pass those on to the Minister responsible. The truth is that there is no single solution, and we should not seek some magic bullet. He is right to highlight that rural areas demand a different solution from urban areas. Equally, he is right to highlight that while cities such Manchester—the heartbeat of the northern powerhouse—are growing and investing, we need to look at nearby rural areas, to make sure that we are not creating a two-tier transport system.

The commitment from the Government and myself is clear: to maintain and improve local public transport. We also commit to go further, using this £200 million bus package to improve and support innovation in rural public transport, so that we have a mixed economy that works for the benefit of communities and businesses in rural areas. The Government are 100% committed to that. The Prime Minister is committed to that. I hope that we get a chance after the next election to put that into practice.

Question put and agreed to.

Oral Answers to Questions

George Freeman Excerpts

Thursday 24th October 2019 Commons Chamber

[Alex Norris (Nottingham North) (Lab/Co-op)]

2. What recent discussions he has had with the Driver and Vehicle Standards Agency on industrial action by its staff.

[The Minister of State, Department for Transport (George Freeman)]

May I say, Mr Speaker, what a pleasure it is to be back under your chairmanship in this new role as Minister of State for the future of transport?

On 7 October, the Driver and Vehicle Standards Agency entered into talks with the Public and Commercial Services Union. They have met three times. The DVSA is expecting to continue the talks, which are supported by ACAS, at the start of November.

[Alex Norris]

On 30 August, I met DVSA employees in Nottingham who are taking industrial action, as they want to work in an environment free from bullying and where they are listened to and valued. My hon. Friends the Members for Gedling (Vernon Coaker) and for Nottingham South (Lilian Greenwood) and I wrote to Baroness Vere of Norbiton requesting a meeting to make these representations. She declined. Will the Minister or the Secretary of State take that meeting instead, so that they can hear important feedback from critical members of staff?

[George Freeman]

For the benefit of the House, I should say we are talking about the modernised employment contract for DVSA staff. This is a matter between the DVSA and staff. The impact will be two hours extra a week for training, which increases the working hours from 35 to 37. Lunch breaks are being protected. We very much hope that the union returns to the negotiations with the DVSA. I might perhaps gently ask the Labour party, which is reliant on the unions, to exercise its good influence on behalf of the travelling public.

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[Andrew Rosindell (Romford) (Con)]

10. What plans his Department has to construct new transport infra- structure to serve growing towns on the outskirts of London.

[The Minister of State, Department for Transport (George Freeman)]

Transport in the Greater London area is devolved to the Mayor and delivered on his behalf by TfL. The Department continues to fund investment in major transport projects benefiting London, such as Crossrail and the Thameslink upgrade. The Department is also working with the Ministry of Housing, Communities and Local Government to plan transport infrastructure as part of sustainable house building, particularly through the housing infrastructure fund and the garden communities programme.

[Andrew Rosindell]

I thank the Minister for his response, but has he looked into the possibility of expanding his investment programme to the Gallows Corner area of my constituency—a major hub from Essex into London? Its 50-year-old structure now needs to be replaced. Is it not time that the Government stepped in to make sure that this happens?

[George Freeman]

I am delighted to confirm that we are indeed stepping in. My hon. Friend is a dogged advocate of the needs of Romford and, along with his companion Buster, has done more than anyone to put this subject on the map. I know that as well as Brexit he wants “Hexit”—he wants control of Havering taken back into Essex. However, I can confirm that we are looking at this scheme with TfL to develop a series of major structural renewals at Gallows Corner, as announced by the Government in October 2018.

[Janet Daby (Lewisham East) (Lab)]

I am pleased that last week, TfL launched its new consultation on the Bakerloo line extension. Will the Minister commit to exploring funding options for that scheme with HM Treasury and TfL?

[George Freeman]

Those conversations are ongoing, and I am aware that the hon. Lady met the rail Minister last week.

[Several hon. Members rose—]

[Jackie Doyle-Price (Thurrock) (Con)]

Plans to deliver 3,000 new homes in Purfleet in my constituency have ground to a halt following Highways England’s decision to reject any planning application for more than 250 houses due to pressure on the A13. I find it difficult to explain to my constituents why Highways England is putting a new motorway through Thurrock while preventing us from planning and delivering new homes. Will the Minister meet me to discuss the matter?

[George Freeman]

Yes, I would be delighted to meet my hon. Friend. She will be pleased to know that the Secretary of State for Housing, Communities and Local Government and the Department for Transport are working on the much closer integration of housing and transport.

[Damian Green (Ashford) (Con)]

High Speed 1 is one of the most successful pieces of infrastructure at enabling commuting into London. Indeed, it is so successful and reliable that many services, particularly at peak hours, are massively overcrowded. In the Department’s radical look at the future of the rail network, will Ministers consider the provision of extra rolling stock on HS1, so that my constituents in Ashford and people in other places along the lines can have more comfortable journeys to and from work?

[George Freeman]

My right hon. Friend makes a typically excellent point, and I am delighted to confirm that the rail Minister met the relevant decision makers yesterday to discuss that proposal.

[Tracey Crouch (Chatham and Aylesford) (Con)]

11. Whether he plans to review the Road Vehicles Lighting Regulations 1989.

[The Minister of State, Department for Transport (George Freeman)]

On 23 July 2019, the Government announced a review of the available evidence to see whether a more flexible approach to the regulations permitting the use of red flashing lights by road recovery operators may be appropriate. The Department is in the process of commissioning the study, and a decision to review the regulations will be taken once the study has reported.

[Tracey Crouch]

I am grateful for that response. The partner of my constituent Sam was killed while recovering a vehicle on the M25. Since then, she and others have been campaigning for the roadside recovery industry to be able to use red lights, rather than amber, during recoveries. The police and others have now dropped their objections, and the science shows a difference in reactions to amber light and red light, so will the Minister now give the green light to the change?

[George Freeman]

I congratulate my hon. Friend on her campaign, and the whole House sends its condolences to her constituent. Our motorways are actually the safest roads, but she raises an important point. If the public feel that the use of red lights will help them feel safer, we will be minded, after looking at the evidence, to approve the change.

[Sarah Champion (Rotherham) (Lab)]

My constituent Jason Mercer is dead because of the Government’s ill-conceived all-lane-running scheme on the M1. Will the Minister please meet me and Claire Mercer, Jason’s widow, to discuss the safety implications of the scheme and the stopping of next year’s roll-out?

[George Freeman]

Yes, I would be delighted to meet the hon. Lady, as will the Roads Minister, Baroness Vere. I am also delighted to confirm that the Secretary of State will be announcing a short review so that we can deal with that problem quickly.

[Jim Shannon (Strangford) (DUP)]

Many of my constituents have told me about car headlights that seem undipped or exceptionally bright. This is a slightly different issue from the one we are discussing, but will there be regulations to ensure that headlights do not have an impact upon vehicles coming the other way? These lights can cause accidents.

[George Freeman]

The hon. Gentleman makes a good point. We are going to take a quick look at the evidence and introduce a framework to ensure that people are safe on the edges of our motorways and that drivers know that the right regulations have been put in place for them.

[Craig Tracey (North Warwickshire) (Con)]

13. What steps he is taking to ensure that all regions have sufficient transport infrastructure to support economic growth.

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[Kevin Hollinrake (Thirsk and Malton) (Con)]

17. What steps he is taking to ensure that all regions have sufficient transport infrastructure to support economic growth.

[The Minister of State, Department for Transport (George Freeman)]

Since 2015, we have doubled our capital investment in the transport system, and we are investing over £72 billion in transport infrastructure in the five years to 2020-21. The Prime Minister has set out his commitment to enhancing and levelling up connectivity across the country, and we are investing an average of £248 per person in the north, compared with £236 per person in the south.

[Craig Tracey]

One of the main projects that has been identified as essential for future economic growth in the midlands is the A5 upgrade in north Warwickshire. Will the Minister commit to working with me, the A5 partnership and Midlands Connect to help deliver these vital improvements?

[George Freeman]

Yes. My hon. Friend makes an excellent point, and we are in discussions right now on that important golden triangle. We will shortly be announcing our plans for the A5 in the road investment strategy.

[Fiona Bruce]

Middlewich is clearly on the Government’s map for both road and rail investment, with £50 million for a bypass and funding for the business case for reopening the railway station. Will the Minister assure me that both projects are continuing at pace, and will he meet me to discuss it?

[George Freeman]

Yes, I am delighted to reassure my hon. Friend that we will make sure the pace is kept up and that the change in political control does not slow it down. We will make a decision on the final funding once a business case has been properly considered.

On the reinstatement of passenger rail services via Middlewich, my officials are now working with local partners on the development of that business case, which we will consider with Transport for the North.

[Kevin Hollinrake]

The A64, which runs through my constituency and the constituency of my right hon. Friend the Member for Scarborough and Whitby (Mr Goodwill), is desperately in need of dualling. Will the Minister answer the calls of all MPs, businesses, local authorities, residents and hundreds of thousands of tourists and commit to this very important project?

[George Freeman]

My hon. Friend has been a tireless campaigner for the A64, and I can assure him that his message, both today and in his various correspondence and meetings, has been heard loud and clear. We will shortly be announcing the second road investment strategy, as promised in the first. We have plans for the A64, so I urge him just to wait for a few weeks and months.

[Thangam Debbonaire (Bristol West) (Lab)]

For economic growth to be properly supported, transport infrastructure needs to be properly accessible, so will the Minister and the Government commit to making sure that every local railway station, such as Lawrence Hill and Stapleton Road in my constituency, is fully accessible?

[George Freeman]

The hon. Lady makes an excellent point—I have a railway station in my constituency that is in desperate need of disability access—and that is why we have launched the Access for All programme. We will be looking to make sure that all those stations with the most urgent access challenges are sorted in the right order.

[Bill Esterson (Sefton Central) (Lab)]

Buses are a very important part of transport infrastructure, and my constituents will benefit enormously from the announcement by the metro Mayor of the Liverpool city region, Steve Rotheram, of a new metrocard. When will we improve bus service integration across the country by ensuring that we have a single smartcard, not different cards in different parts of the country?

[George Freeman]

I note the omission of thanks for the major package of investment in bus infrastructure, and I simply make the point that the Mayor has those powers. I am leading the Department’s work on smart ticketing, and we are keen to see Transport for the North and the Mayor lead that programme so people in that area can have integrated ticketing.

[Dan Jarvis (Barnsley Central) (Lab)]

I am sure the Minister shares my frustration that rail passengers in the north will have to continue enduring the use of Pacer trains well into 2020, despite assurances from Northern that they would be taken out of service by the end of this year. Does he believe that passengers should be compensated as a result?

[George Freeman]

The Department shares the disappointment that the new rolling stock has been delayed. Pacer trains are not fit for purpose for the 21st century. Northern retired the first of its 102 Pacers in August, and it plans to remove two thirds by December 2019. Northern advises that, subject to receiving appropriate dispensation, up to 34 Pacers will remain in the fleet, but I assure the hon. Gentleman that we are determined to make sure the fleet is properly modernised.

[Rachael Maskell (York Central) (Lab/Co-op)]

Labour knows the true value of connecting towns and cities across the north. Our integrated transport plan will invest in public transport, in public ownership, to work for the passengers not the shareholders. We will start by investing £39 billion in the whole Crossrail for the north project. How much will the Minister commit to the project today—only £15 billion?

[George Freeman]

I think the nation will be interested to hear the Opposition Front Bench team announcing major plans for investment, given that their economic plans will see a massive loss of investment in this country and massive economic damage. We can fund good transport infrastructure and a good NHS only when we have economic growth. The truth is that this Government are proceeding with the biggest investment package in road, rail and infrastructure in this country since the Victorians—£72 billion—and we are spending more per head on passengers in the north than in the south. This Government have the interests of the north at their heart.

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[Vicky Ford (Chelmsford) (Con)]

T9.   The permanent closure of the Army and Navy flyover has created a transport emergency across Chelmsford and mid-Essex. Can the Minister confirm that officials from the Department for Transport are working at pace with Essex County Council and focusing every effort on developing, funding and delivering a long-term solution to this junction?

[The Minister of State, Department for Transport (George Freeman)]

I am delighted to say that the noble Baroness Vere who deals with these issues and I met yesterday, and we both commend my hon. Friend for her leadership on this issue. This has been a very serious emergency situation, causing huge congestion in her part of the world, and we are determined to ensure that we get the solution right. That means not necessarily rebuilding what was there before, but getting a proper state-of-the-art solution.

[Mary Glindon (North Tyneside) (Lab)]

T7. At Highways England, a Government-owned company of which the Secretary of State is the sole shareholder, over 60 executives—mostly men—now enjoy six-figure salaries, while the vast majority of staff have been told to expect their pay increases to remain capped at 1% until 2025. When will the new shareholder be challenging company directors to address these pay disparities?

--- Later in debate ---

[Andrew Jones (Harrogate and Knaresborough) (Con)]

After a widely supported and successful campaign against a relief road in Harrogate, the transport authority is now looking at a package of sustainable measures to take transport forward in the area. What support will the Government provide to North Yorkshire County Council and other such councils developing sustainable transport packages?

[George Freeman]

My hon. Friend raises an excellent point. We are currently in the midst of talking to the Secretary of State for Housing, Communities and Local Government about a much more fundamental integration of housing and transport through the housing infrastructure fund. I will happily meet my hon. Friend to talk this through to make sure that it works for local places so that housing comes with proper transport.

[Lilian Greenwood (Nottingham South) (Lab)]

Further to the Secretary of State’s earlier comments on the intention to carry out a review of the safety of smart motorways and all-lane running, he will know that the Transport Committee questioned Highways England on this yesterday. Is that review being carried out in the Department or by someone independent? I would be grateful if he clarified that.

Transport: North East Bedfordshire

George Freeman Excerpts

Tuesday 8th October 2019 Westminster Hall

[The Minister of State, Department for Transport (George Freeman)]

It is a great pleasure to serve under your chairmanship for the first time, Mr Gray. I congratulate my right hon. Friend the Member for North East Bedfordshire (Alistair Burt) on securing the debate. May I say how nice it is to have the chance to respond to him, knowing that he is one of the most assiduous representatives of his constituency and is highly respected across the parties? It is a shame that no Opposition Members are present.

I am pleased to respond to the debate as the new Minister for the future of transport, with a new mission from the Prime Minister to focus on the challenges of disconnection, decarbonisation and digitalisation, and bring a new urgency to the Department’s focus on place-based solutions that put the people and places we serve before the convenience of infrastructure providers. As my right hon. Friend said, we need to ensure that services are working for the people who rely on them and are ultimately paying the bills.

As we all know, well-planned transport infrastructure is critical to the health, wealth and wellbeing of our communities. Bedfordshire is an historic county and an important one in strategic transport terms, with key roads such as the A1, the A5 and the M1 running through it, along with a number of key rail routes; it is also home to Luton’s international airport. Across the transport modes, the Government are making several key investments to help to drive sustainable economic growth. Before I come to them, however, let me deal with my right hon. Friend’s specific points.

On rail, I absolutely understand the concerns that have been raised. I would like to offer some explanation for the performance issues that are affecting my right hon. Friend’s constituents. I know that the railway stations in the towns of Sandy, Biggleswade and Arlesey are vital pieces of public infrastructure. Whether people use rail services to commute to work, to visit family or for any other reason, it is crucial that they can rely on receiving a service that is reliable and frequent. That is why, since joining the Department for Transport, my right hon. Friend the Secretary of State, my other ministerial colleagues and I have made the bread-and-butter issue of the reliability of rail services our No.1 priority.

Let me be very blunt: recent performance on the Great Northern line has not been good enough. Over the past year, we have seen 8% of services on average being cancelled or delayed by 30 minutes or more. That figure is a lot worse than that for the vast majority of other train-operating companies, and the situation has been exacerbated in recent weeks by a series of significant infrastructure issues, including issues with overhead wires, track failures, falling trees and a broken-down train on the key Thameslink route near Blackfriars last week.

I absolutely understand the frustration that passengers must feel when these issues arise; as a rail user, I share it, as does the Secretary of State. That is why he recently met the chief executives of GTR and Network Rail to make it clear to them that improving the reliability of services in this area is vital. Although this does not excuse poor performance, I am pleased to note that GTR held an event at St Pancras last night, allowing passengers to speak directly with the company management, and I will put on the record here that I look forward to hearing the outcome of that meeting.

Notwithstanding those incidents and the urgent need for them to be tackled, I do think that we are seeing some positive signs more generally on the franchise. I know that many of my right hon. Friend’s constituents use the Thameslink service from Bedford, where we have seen significant improvements generally to performance over recent years. Over the past 12 months, about 85% of Thameslink services arrived within five minutes of the schedule. The year before, the percentage was 83% and the year before that it was 79%, so the service is getting better. However, I acknowledge that incidents such as the impact of the May 2018 fiasco and the August power cuts have impacted passenger trust, and we have to sort out this situation to restore that trust.

My right hon. Friend mentioned stop-skipping, and it is without a doubt hugely frustrating for passengers to see the train that they were supposed to board go past without stopping, or for the train that they are on to go past the station at which they had planned to get off. For this reason, the decision to miss out a call is not one that operators should take lightly; it should not be routine.

Skipping stations is one method that operators can use to allow the rail network to recover from disruption. Operational staff take the decision to miss out a stop by balancing the impact on those passengers who are directly affected against the wider impact of allowing the service to continue. Skipping stops helps operators to avoid the knock-on impact that delayed services can have on other services, but if it is not managed proactively, delays can spread quickly across the network and affect hundreds more passengers. There is sometimes a misconception that operators take the decision to miss out stops to manipulate their performance scores. That is not, and absolutely should not be, the case. Any service that misses out a stop is counted as a part-cancellation for the purposes of the performance benchmark that the Department uses to hold operators to account. If train companies exceed that benchmark, they will be subject to financial penalties. Personally, I would like to see more of that money going to the passengers who are affected, but that debate is for another day.

What is absolutely crucial in these situations is the attention that is paid to the poor passengers whose journeys have been disrupted, and communication is vital. We should not have situations where, as my right hon. Friend highlighted, passengers are stuck for long periods with no information about the options to complete their journey. Part of my portfolio is dealing with disconnection, and that is an example of disconnection between the train-operating company and its passengers, who have paid for a service, and one that is completely unacceptable, particularly in a digital age, when communication should be so much easier. I completely understand the frustration of passengers about such situations and I continue to press the rail industry to improve their processes, to make sure that we get this right, and I will pick it up following this debate.

Going forward, and notwithstanding those concerns, we should also speak about some of the positive things that we are seeing on the railways in my right hon. Friend’s area. The Thameslink service from Sandy, Arlesey and Biggleswade, which was introduced last year, now provides weekday passengers with two direct trains per hour to the heart of London. I am pleased that, from December onwards, the current Saturday service to King’s Cross will transfer to this route, providing passengers with a much wider range of direct destinations.

Those constituents of my right hon. Friend who use Bedford station will obviously see service improvements. From December 2020, two East Midlands Railway services per hour will call at all stations between Corby and London St Pancras, providing a big capacity uplift. This, combined with the increased capacity of trains serving the London commuter route, will result in a significant increase in the number of seats, particularly during peak periods, and should release capacity on inter-city services, which will also improve access to and from Luton airport.

Furthermore, I know that my right hon. Friend campaigned passionately for Biggleswade station to receive Access for All funding. Earlier this year, Biggleswade was confirmed as a successful applicant and I congratulate him personally on his leadership in that campaign. Improving accessibility to our railway network is something that both he and I care passionately about. I understand that the plans for Biggleswade are at an early stage, but when the scheme is delivered it will provide an accessible route into the station and between the platforms.

I am sure that my right hon. Friend warmly welcomed the recent housing infrastructure fund award of nearly £70 million for the transformational growth in Biggleswade project, something that he has championed. The funding will provide a new transport interchange at the train station and a replacement bridge over the east coast main line. This is an excellent example—dare I say it, decades late but none the less excellent—of Government funding for transport infrastructure in North East Bedfordshire, which has the potential to help to deliver up to 3,000 new homes. In addition, GTR is also delivering a £15 million passenger benefit fund, which will deliver £80,000 of improvements at Arlesey, Sandy and Biggleswade stations respectively, as well as at Bedford station.

I am conscious of the time, so I will turn now to the strategic road network. We absolutely recognise the importance of the A1 and its impact on my right hon. Friend’s constituents. That is why, as part of the first road investment strategy, we committed to examining the case for improvements to the A1 between the M25 and Peterborough. Anyone who has driven on that road, as I have, knows the problems on it. Following an initial study, our focus has been on the sections between junctions 10 and 14, where we recognise that the challenges on the route are most acute. Initial work has shown that improvements—including some new alignment, or bypassing—would offer poor value for money on current metrics.

Substantial future local growth, which is coming, could and should change that assessment. Therefore, we expect there will be opportunities to re-examine the case for potential improvements to this section, particularly as proposals for the Oxford-to-Cambridge arc, which I am responsible for, are developed. In the meantime, however, we understand that local partners are taking forward some study work to look at the feasibility of improvements to the A1 in the short term. In addition, in February we also announced a preferred route for the A428 Black Cat to Caxton Gibbet scheme. As my right hon. Friend knows, this is a new dual carriageway link between the junction of the A1 and A421, and between the junction of the A428 and A1198.

My right hon. Friend raised the important issue of speed cameras on the A1, and I can reassure him that both the Department and Highways England take the issue of speeding very seriously. I share his disappointment that it was not possible to deliver the previous scheme. I have checked with and am chasing Highways England to ensure that it investigates the possibility of a camera system on this section of the A1, explains to me why the costs have spiralled as they have, and makes sure that it looks seriously to see whether such a camera system is possible. I think that it must be possible to find a way to do it and I will raise this issue with Highways England again following this debate.

I will also raise the issue of congestion on the local road network. My right hon. Friend and I both take congestion very seriously. We do not want to see strategic road work driving up congestion in neighbouring towns and villages, which is why we have made a number of investments for local transport infrastructure projects within wider Bedfordshire. These include providing £2.5 million towards a new Bedford western bypass and £11 million towards the regeneration of Bedford town centre. We are also providing funding towards the A421 dualling scheme that is being led by Central Bedfordshire Council. That is a £22 million investment, which will ease congestion from Fen Farm up to junction 13 of the M1. I understand that Central Bedfordshire Council is also taking forward proposals for a link between the M1 and the A6, with funding from the local growth fund.

Future funding for major transport infrastructure is absolutely key to the Government’s new emphasis on integrating housing and transport, as recent statements by my right hon. Friend the Secretary of State for Housing, Communities and Local Government have made clear. Crucial to that in the south of England is the east-west corridor, which, as I have said, I am now responsible for. It will provide better east-west connectivity across the arc, including in North East Bedfordshire. I will shortly be signing off on the rail routing decision, and I will also push to make sure that, as we build that line, we also consider strategic ways to capture land value and ensure that we are putting money into transport infrastructure, including the strategic roads, so that we have a genuinely integrated approach to road, rail and housing.

I hope that I can reassure my right hon. Friend the Member for North East Bedfordshire that considerable investment is being made in transport infrastructure in his area as part of this Government’s major infrastructure programme. I absolutely hear him on the issues with the railway line, which we are actively pursuing. He made a very good point about rail staffing, which I will pick up on following this debate, and he also made good points on stop-skipping and on speed cameras on the A1.

[Alistair Burt]

I think we have just 30 seconds left, so I am very grateful to the Minister for giving way. I thank him very much for his responses. However, because we have heard many of these responses before, particularly from Highways England—responses about things that will happen, only for everything to get held up because of decisions made elsewhere—can he make sure this time that some of these improvements are made? If they are not made and we have to keep waiting for others’ decisions, once again nothing will happen.

[George Freeman]

I am delighted to give my right hon. Friend that reassurance. This is my first appearance in Westminster Hall in this capacity and I look forward to picking up on the issues that he has raised. If we cannot show our constituents that we are putting people and place before the convenience of providers, we will not carry their trust with us. This strategic junction in the UK network—A1, east-west, rail and road—is vital and I will happily give him that undertaking.

Question put and agreed to.

Resolved,

That this House has considered transport infrastructure in North East Bedfordshire.

Taxi and Private Hire Licensing Reform

George Freeman Excerpts

Thursday 3rd October 2019 Commons Chamber

[The Minister of State, Department for Transport (George Freeman)]

It is a great pleasure and privilege to open the batting in my new role as Minister for the future of transport with you in the Chair, Madam Deputy Speaker, as umpire, even if not before a packed Chamber—I am more of a night watchman covering for the Minister for taxi regulation.

I thank the hon. Member for Ilford North (Wes Streeting) for his kind words, and I congratulate him on his assiduous pursuit of this issue in his time in the House. I know how strongly he feels and how widely he is respected across the House for his work, particularly through his chairmanship of the all-party group on taxis, of which you, Madam Deputy Speaker, are also a supporter. I know that you have taken a close interest in the issue.

I congratulate the hon. Gentleman on bringing this debate at the perfect time, as the Government are thinking about their legislative programme. I am particularly delighted to be responding on behalf of my noble Friend the taxis Minister and in my capacity as Minister for the future of transport—a new role at the Department for Transport—responsible for using our research and development budget, procurement and regulation to drive decarbonisation and digitalisation and to tackle disconnection in the Department.

As this debate and the hon. Gentleman’s work have shown, the 360,000 licensed taxi and private hire drivers in England play an important role in our transport system, meeting those journey needs that mass transit does not. They help people to reach shops and vital services and they get people home safely at night. As he and others highlighted and attested, they often offer those services to communities free of charge—gratis.

Taxis and private hire vehicles provide a particularly important service for disabled passengers, supporting their independence, allowing them to get to work, shop and visit friends and family—things that most of us are lucky enough to be able to do without a second thought. We know that disabled passengers make twice as many taxi and private hire journeys as non-disabled passengers. For those reasons and many others, the Government want the sector to thrive so that it can continue to meet the public’s needs and expectations.

There is clearly a problem. We agree with the comments made tonight and those made elsewhere in the House that the legislation that governs the taxi and private hire vehicles sector needs reform. That has been driven by a series of issues: the pace of innovation in mobility; the out-of-date nature of some of the legislation; the urgency of the decarbonisation, digitalisation and automation revolutions; the safety of passengers; and the need to ensure accessibility for those who suffer from disabilities.

[Mr Lord]

Woking has introduced some class-beating emissions standards for vehicles. I am sure I am not alone in hoping the Minister might give some comfort to other towns and cities that they will also be able to have clean air from their taxis in the years ahead.

[George Freeman]

My hon. Friend makes an excellent point. I will touch on that later. Part of my work on the future mobility zones is to drive the power of future mobility to help support clean air.

The use of apps to book vehicles is increasingly popular with passengers and this, perhaps more than any other factor, has thrown into sharp focus the fact that legislation drafted in the 20th century for private hire vehicles, let alone Victorian taxi legislation, has not kept pace with technological change and progress in the sector. As with other forms of licensing, the sector is licensed at a very local level, with 284 licensing authorities in England setting the standards they feel appropriate for their area. Unlike other forms of licensing, however, those that are licensed are by the very nature of the trade mobile and so will occasionally operate outside the area that granted the licence.

The increased use of technology has also added to the complexity by making it far easier to book a private hire vehicle, thereby fuelling an increase in the number of licensed vehicles across England in recent years. Numbers are up by more than 58% since 2005. This growth has been driven primarily by an increase in private hire vehicles, which today make up over three quarters of the total. The sector is clearly providing a service that passengers value, but the level of this increase does raise serious issues.

Let me now say a word about what the Government have done, and what we will do. We have recognised the issues relating to the regulation of the sector. As the hon. Gentleman said, the previous Minister of State convened the task and finish group on taxi and PHV licensing. I echo the thanks of others for the work done by the members of the group, particularly its chair, Professor Mohammed Abdel-Haq, who is with us this evening. The group considered submissions, and took oral evidence, from a wide range of stakeholders over a number of months.

Professor Abdel-Haq managed to draw out a commendable amount of consensus among group members, but the report also includes annexed contributions from individual group members, which identify the often complex areas of disagreement. A notable example is the question of what approach should be taken in tackling the issue of cross-border or out-of-area working. As I have said, this trade is mobile, and authorities do not have complete control over the drivers and vehicles that operate in their areas, which means that authorities with higher licensing requirements have concerns about the potential migration of their private hire vehicles to other authorities.

The Government welcomed the report in their response earlier this year, and made a commitment to legislate on a number of key matters: national minimum standards, national enforcement powers and a national licensing database. I believe that, taken together, those measures would enable passengers—wherever and whoever they might be—to know that their driver had passed a nationally agreed safety standard, and was working with robust oversight.

In the meantime, the Department is making full use of the tools that are currently available to shape and influence, doing what it can to support licensing authorities in the use of their extensive existing powers. In particular, passenger safety remains in the forefront of our minds. I know that many licensing authorities have learnt lessons from some of the previous licensing failures mentioned by the hon. Gentleman: Rotherham, Rossendale and Southampton—to name but a few—have reviewed their licensing functions, with a focus on robust safety measures. However, we must ensure that those lessons are clearly and strongly disseminated across the country, and that all licensing authorities have that focus.

Earlier this year, the Government consulted on draft statutory guidance for local authorities in England and Wales, describing their view on how taxi and PHV licensing powers should be used to safeguard children and vulnerable adults. The draft was the subject of extensive engagement, including a review by the task and finish group. We received more than 500 responses, very largely in support of the proposed measures, but also making valuable suggestions for improvement. Consultation serves an important purpose in securing wide and expert input, and that will be reflected in the final version of the guidance, which I am delighted to confirm will be issued very shortly. Licensing authorities will be required by law to have due regard to the guidance in formulating and implementing their licensing policies, and the Department will monitor its use and impact.

Baroness Vere, the Minister responsible for taxi and private hire vehicles, and I, as Minister for the future of transport, are well seized of the potential for technological innovation in transport to change the sector and fuel demand, and the likelihood that it will continue to blur the lines between different modes and challenge existing regulatory structures. As the Government said earlier this year in our response to the task and finish group report, in our work on the future of mobility we will consider how we can support new technology and innovation through regulatory frameworks. I am delighted to have this opportunity to announce to the House that I will shortly be launching a very wide consultation on the future of mobility, which will look into how existing and future transport systems can interact. In the long term, as part of our future of mobility review, we will consider how to introduce a regulatory framework which recognises the changes that the sector has undergone and can adapt to innovation.

I am delighted that the hon. Gentleman is meeting the taxis Minister shortly to discuss these issues, and that, as I have said, he has raised them at a time when the Government are pulling together their final plans for the Queen’s Speech; it has been announced that it will take place on 14 October. I look forward to working with the hon. Gentleman in any future discussions.

Question put and agreed to.

Airports National Policy Statement

George Freeman Excerpts

Tuesday 5th June 2018 Commons Chamber

[Chris Grayling]

The important thing to say is that the reservation of slots for our regional airports is not a time-limited thing; it is a permanent feature. We would not countenance putting in place a legal mechanism that could be eroded away over time. That is what has happened in recent times: regional connections to Heathrow have diminished in number, and regional routes have been replaced by long-haul routes, but I can give an absolutely categorical assurance to the House that the legal mechanism that will be put in place will prevent that from happening again.

[George Freeman (Mid Norfolk) (Con)]

I congratulate Ministers on finally making a tough decision that puts the national interest, prosperity and business confidence ahead of politics—an approach that I hope will apply in our other big decisions. I echo the views of the former Secretaries of State, my right hon. Friends the Members for Derbyshire Dales (Sir Patrick McLoughlin) and for Putney (Justine Greening), on the importance of cost control. Does the Secretary of State agree that the Heathrow hub proposal, which would extend over the M25 and be cheaper, quieter, quicker and less environmentally damaging, has much to commend it, both at Heathrow, where it was rejected by shareholders who perversely will make more money from a more expensive scheme, as well as at other airports around the country? Would he encourage such a proposal for other airports?

[Chris Grayling]

A lot of innovation went into the Heathrow hub proposal, and we considered it very carefully when we reached our initial recommendation. There were a number of drawbacks to it. For example, it would give much less respite for people around the airport by operating in the way that was proposed. However, I have no doubt that its promoters, who are smart people and who have developed some innovative ideas, will be using those ideas to encourage change in other places around the world and hopefully building an international business for themselves.