Oral Answers to Questions
Lord Mann Excerpts(8 years ago)
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John Mann (Bassetlaw) (Lab)
With the 400th anniversary of the Pilgrim Fathers, can we get a helping hand to do up Retford railway station, including the car parking, so that people can see the best of British when they visit my area?
Mr McLoughlin
The hon. Gentleman is far more familiar with Retford station than I am, but this is certainly something that would be considered by the local growth fund. I suggest that he goes through the necessary procedures to encourage his local enterprise partnership to apply for that funding.
Oral Answers to Questions
Lord Mann Excerpts(8 years, 6 months ago)
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Mr McLoughlin
It is very important to make the best we can of the huge investment that we are putting into the railways overall. I am very proud of the improvements that are taking place on the Great Western railway line, of which electrification is a part. The completion of Reading station and the flyover that it provides, meaning that the line is no longer held up by freight trains, has been a major improvement, which serves the hon. Gentleman’s constituents and those in the south-west incredibly well.
John Mann (Bassetlaw) (Lab)
3. What assessment his Department has made of level crossing safety in Bassetlaw constituency.
The Parliamentary Under-Secretary of State for Transport (Claire Perry)
Network Rail assesses the risks at the 6,200 level crossings on main lines, with oversight provided by the regulator. The UK already has the best level crossing safety record in the EU, but Network Rail—supported by this Government, with dedicated funding—is working to reduce that risk still further.
John Mann
What a load of waffle. After the Beech Hill tragedy in Bassetlaw in 2012, Network Rail said it would get rid of all eight level crossings on the east coast mainline in Bassetlaw. It has had a public consultation on the schemes, but what has happened in recent months? The money has been pulled. Will the Minister and the Chancellor meet Network Rail, to ensure that the money is put back in? It is good for business, good for the economy, good for safety and good for the people of Bassetlaw.
Claire Perry
The tragic accident that resulted in the loss of life of Emma Lifsey happened in the hon. Gentleman’s constituency. Anyone who has read about it will know that it was a dreadful tragedy. After that incident, the rail accident investigation branch made four recommendations that meant that such an accident could never happen again. I have been told they have been implemented across the network, but I want to follow up on that and make sure.
The hon. Gentleman refers to the plan to close the 73 crossings on the east coast mainline. That work has been progressed, but we cannot just shut off communities that rely on some of those contacts.
Claire Perry
The hon. Gentleman shakes his head. He should do my job and listen to people campaigning to keep level crossings open. The work will happen. It is absolutely right to focus on it and we will continue to fund it. There is no shortage of money for it—£109 million will be spent on making level crossings safer.
Claire Perry
I would be delighted to review that matter with my hon. Friend. The new stations fund announced in the Budget is of course open to all applicants.
John Mann (Bassetlaw) (Lab)
T4. The Sheffield city region, now strengthened by Derbyshire Dales, is a real hub for manufacturing in the rail industry. Does the Secretary of State agree that this presents a real opportunity for forward planning to get the manufacturing companies together to prepare bids for HS2?
Mr McLoughlin
Much as it causes me pain, I will agree with the hon. Gentleman. He is absolutely right to say that we need to ensure that the companies in the Sheffield and Derbyshire areas, as well as other companies, are in a position to take advantage of HS2.
Infrastructure Bill [Lords]
Lord Mann Excerpts(9 years, 3 months ago)
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Amber Rudd
The hon. Gentleman raised that in Committee. We share his concern about safety and care for the community, but the Government believe that the Environment Agency is able to address that, and that we can rely on it to do so. In my conversations with the agency, it has given us that assurance, and it is the expertise that we have in particular in the UK that is so useful.
Amber Rudd
I wish to make some progress.
A company looking to develop shale or deep geothermal will need to obtain all the necessary permissions before it can proceed. It is the process of obtaining all those permissions, rather than the level at which the depth limit is set, that will provide the relevant safeguards—
Amber Rudd
I will not: I am going to make some progress.
There is no question of changing the existing regime governing access to land at the surface and down to the depths of 300 metres. Extending the depth limit would not improve landowners’ enjoyment of their land or achieve any increase in the level of protection.
On new clause 19(i) and amendments 78, 79, 80 and 81, the Government have been clear that communities hosting shale gas developments should share in the benefits that are created. The shale industry is at a nascent stage. We will need more exploration to go ahead before knowing exactly how communities will benefit. At this stage, we need to ensure that schemes are flexible. A voluntary scheme offers a multitude of benefits to communities when compared with a statutory system, enabling schemes to be tailored to communities’ needs. Any statutory scheme might not be suitable for every situation, and would be more difficult in future.
The industry, represented by UK Onshore Oil and Gas—UKOOG—has already committed to the community benefits charter, which will provide significant benefits to affected communities. Industry will pay £100,000 per hydraulically fractured well site at exploratory stage to communities, and 1% of revenue if it successfully goes into production.
Tom Greatrex
The hon. Gentleman is usually a stickler for procedure. This is about scrutiny of the Bill, and we need to have confidence in the way in which that scrutiny takes place. I think that it ill behoves the House to become involved in a situation such as the one that we have experienced during the last few minutes.
John Mann
Does my hon. Friend agree that this is also about potential applications that are due to be submitted in the next month—including one affecting Misson in my constituency—and that the clarification or otherwise of the point that has been raised may well be a fundamental issue for the planning authority and the general public when it comes to making decisions?
Tom Greatrex
My hon. Friend has made an important point in a very cogent fashion.
Let me now deal with some of the new clauses and amendments. I am very conscious of the amount of time that we have left, and I shall try to be exceptionally brief so that others can speak.
There are two facts that are fundamental to any debate about unconventional gas extraction in the United Kingdom. First, hydraulic fracturing cannot be permitted to go ahead without robust regulation, comprehensive monitoring and local consent. Secondly, it cannot take place at the expense of our binding commitments on climate change.
As Members will know, 80% of our heating demand, and many industrial processes, are reliant on gas. This debate is not just about sources of electricity generation, although that is how it is sometimes portrayed. As the independent Committee on Climate Change has made clear, we shall need gas for some time to come. The issue is how much gas we use, and whether that can displace imports of gas in a way that does not breach our climate commitments. That has consistently been our position, and I have been making the case on behalf of the Opposition for nearly three years.
In March 2012, I set out a range of regulatory principles that would need to be addressed before fracking could commence, at a time when it was suspended. Since then we have pushed the Government on those specific points. For instance, as members of the Bill Committee will know, we did so during the Committee stage. Given the number of new clauses and amendments that reflect concerns and include specific suggestions, such as those in new clause 19, those concerns are widespread, they are not party political, and they are deeply held. It has always been, and continues to be, our position that the stewardship of these issues requires a Government’s approach to be careful, cautious and coherent. Such issues demand a responsible approach on the part of Government and regulators, not only for the sake of regulatory coherence, but to meet the higher public acceptability test and the legitimate environmental concerns that many people feel.
John Mann
An application was made last year in Lound, in Bassetlaw, a former munitions site. The county council, as planning authority, the Environment Agency and the Health and Safety Executive were all unclear about who should have responsibility for knowing the state of play with potential contamination, and the application simply bounced around between them.
Joan Walley
That is exactly the point—no one knows who has overall responsibility. The Environment Agency appeared before the Environmental Audit Committee to give evidence, but it was unable to take overall responsibility. Somebody has to, otherwise we will be dealing with liabilities long into the future.
I know that our time is brief, but I wish to raise the issue of whether there could be a moratorium. People out in the country see that we currently have exploration for shale gas going on, but not full-scale industrialised extraction. When that is in place, 10 or 15 years down the line, the issues will not have been properly thought through. Why do we not sort all of that out now? Why do we not have a regulatory regime that is fit for purpose both for exploration and for the larger-scale extraction that will happen later?
Infrastructure Bill [Lords]
Lord Mann Excerpts(9 years, 5 months ago)
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Mr Hayes
I do not want to be unnecessarily partisan, because that is not my way, but I can say only that the hon. Lady has either misread the Bill or misunderstood the Government’s intention. After my explanation of that aspect of the Bill, I hope the hon. Lady will leave the Chamber if not convinced, at least with many of her worst fears assuaged. If I am imperfect in making the argument, so be it, but I will give it my best shot. I will say no more than that.
The hon. Lady and others know that, because of our commitment to long-term delivery, unemployment has dropped below 2 million for the first time since 2008 and we have produced the first ever road investment strategy, which has been warmly welcomed not only by Members of this House, but by the RAC Foundation director, Professor Stephen Glaister, by Richard Threlfall, the head of infrastructure at consultants KPMG, and by many others. I will not tire the House by listing the many supporters of the Government’s approach. That would not be entirely fair to the Opposition, either. I do not want them to start with such a profound disadvantage; I want to give them a fair shot on what is, after all, an extremely sticky wicket for them.
I genuinely believe that our impressive commitment to the long term, which stands in sharp contrast to the record of the previous Government, is one of the hallmarks of this Administration. According to the World Economic Forum’s global competitiveness survey, under the Labour party—as I have said, I do not want to dwell on this for too long—our roads and railways plummeted from seventh in the world to 33rd.
We know that if Labour had been re-elected in 2010, things would have only got worse. Mr Miliband admitted to the BBC after the election that Labour had planned to cut investment in rail and road by 50%, telling Radio 5 Live that
“we’re going to halve the share of national income going to capital spending.”
That was, of course, Mr David Miliband, Mr Speaker, as you probably remember.
The sharp contrast between anyone called Miliband and Benjamin Disraeli is of course clear to all in the House. That great Prime Minister once said:
“In a progressive country, change is constant;…change…is inevitable.”
The role of Government is to prepare for change, and to plan for the long term. The various measures in the Bill will help to bring about such changes and make a real difference to people’s lives and livelihoods. Let us look at the changes in turn.
First, on roads reform, the Government have announced hundreds of extra lane miles on motorways and trunk roads, and action to improve some of the most important arteries in our country, such as the A303 to the south-west and the A1 Newcastle-Gateshead western bypass. It is fair to say that our work at Stonehenge—the bold engineering work to be done—is probably the most ambitious scheme there since the stone age. It is totemic, as it were, or emblematic of this Government’s willingness to tackle matters that have been neglected for a long time by successive Governments.
Major roads run by the new strategic highways company will create better connectivity and minimise environmental impact. The new name for our strategic highways company will be Highways England. I intend to set it up as soon as possible. The Government have already committed more than £24 billion to upgrade England’s strategic road network through to 2021.
John Mann (Bassetlaw) (Lab)
The people of Elkesley are going to be a little perplexed. The previous Government got rid of the six roundabouts on the A1 within three years of my taking the then Minister there to show him the problem; yet the Elkesley bridge on the A1—I agreed it with the Government in 2009, with the work to begin in 2010—has only just begun to be built during the past year. Why has there been a delay by this Government on a key part of the A1? Is it not because they have not been prepared to spend the money on our roads?
Mr Hayes
The hon. Gentleman knows that Nottinghamshire is dear to my heart, as it is to his. He says that the work has only just begun; well, I have only just become the Minister, haven’t I? I do not say that that coincidence is entirely a correlation between his desire and my effectiveness, but it is certainly true that our improvements to the A1—along its length, actually—will make an immense difference not only to motorists, but to hauliers from my constituency and many others who need to get their goods to market.
The hon. Gentleman will know that we have added more than 1,300 new lane miles, and that we will fix some of the most notorious and long-standing problem areas on the network, such as the entire A303 and the A358 to the south-west, including the tunnel at Stonehenge. The 84 new road projects will improve connectivity across the UK. In addition, we are investing to improve the lives of local communities affected by road upgrades.
Mr Hayes
We considered all the options. My right hon. Friend will know that we undertook considerable research, discussion and consultation on that matter. The scheme we have ended up with has been welcomed by several environmental bodies, such as English Heritage. Of course, each option has pros and cons—I would not be straightforward with the House if I did not acknowledge that—but I think that we have got the right solution.
As with all such schemes, what characterises the Government, above and beyond the desire to think strategically and put funds behind the strategy, is a willingness to look empirically at a range of options. It is very important to be ambitious, but also to be precise, and the way in which we measure the effect of the money we spend has allowed us to allocate funds not only to areas of the road network that have the greatest need, but where we can make the most difference.
The fact that there is £100 million to improve cycling provision at 200 key locations across the network reflects our understanding that it is not just motorists and hauliers who count. There is a £300-million environmental fund to mitigate carbon emissions and reduce the number of people affected by serious noise by up to 250,000. There is £100 million to unlock growth and housing developments.
I have missioned my Department to look closely at the look and feel of what we build. It is absolutely right that the aesthetics are taken into account. If that was good enough for earlier generations, it should be good enough for ours. What we build does not have to be ugly. It can serve a purpose and have an edifying impact on the localities affected.
John Mann
Having condemned the Transport Ministers of the last four years for failing to do the Elkesley bridge and taken all the credit for retrieving the situation, the Minister will know that it is the one bridge that will create a strategic cycle route across the A1 in Nottinghamshire—and, indeed, the east midlands. Will he, therefore, consider how funds can be allocated to ensure that that strategic cycle way is properly incorporated into the cycle path infrastructure of the future?
Mr Hayes
On the general point, the hon. Gentleman will know that the Government have instructed the Highways Agency to look at the impact that all new road schemes will have on the interests of cyclists. That had not been done previously. On the particular point, because I never want to neglect the opportunity or waste the chance of an interface with the hon. Gentleman, I would be delighted to invite him to my Department for a cup of tea and a biscuit—[Hon. Members: “What sort?”] A digestive biscuit. I invite him to the Department to discuss the precise matter that he raises.
Nick Herbert
I suspect that there is something in what my hon. Friend says, and that the purpose of pursuing a tough approach is to ensure that local authorities produce their plans as swiftly as possible. The four district councils in my constituency are proceeding as fast as they can, making very difficult and sometimes controversial decisions about where development should take place. Villages in the constituency are beginning to write neighbourhood plans which require a great deal of local effort from volunteers, which are complex, and which take time. It is unfair to penalise bodies that are making responsible decisions by allowing speculative applications that harm the process of building consent.
John Mann
Is the right hon. Gentleman not aware that the Secretary of State and the Government changed the system when they issued national planning guidelines last year? As a result, 95% of local plans have not been adopted by the planning inspector, who works on behalf of the Secretary of State. What the right hon. Gentleman is moaning about is Government policy which is intended to force through more housing more quickly.
Nick Herbert
Opposition Members are calling for much more local housing as well. What we are discussing is the right way to deliver that. I am arguing that localism, if properly delivered, will empower local communities to make responsible decisions, and will produce the housing that is necessary. I do not believe that the planning inspector’s intervention will help to bring about consensus, or will produce the houses that are needed. I urge the Government to keep faith with the localism that they promised, to continue to back the development of local plans, and not to allow the inspectorate to make heavy-handed decisions that can undermine it.
John Mann (Bassetlaw) (Lab)
This Infrastructure Bill is perhaps best described as infrastructure bits and pieces; it contains little on the infrastructure of the country and what we need for the next 50 or 100 years. It contains nothing on broadband and airports—nothing even on gas access, despite the fact that the very villages that do not have access to gas are the ones nearest the potential shale gas sites. The Bill contains nothing on cycleways. I am not a cyclist, but it is palpable that over the next couple of decades we are going to need bespoke cycleways separate from roads such as the A60, which goes through Bassetlaw, to allow people to cycle. The planning process needs to be skewed to incentivise that and make it happen sooner rather than later.
The Bill contains nothing on green energy, for which there are not only environmental arguments but a fundamental economic argument: we will lose a competitive advantage if other countries have large amounts of green energy and we have little, both in terms of our national accounts and our industry.
John Mann
No, I will not give way just now.
The Bill contains nothing on energy efficiency. Again, the current capital level and its efficiency into the future is fundamental to how we define infrastructure. The Bill does contain things on housing, but not all the right things. The local development frameworks, the localism and the neighbourhood development planning ought to be causing such mutiny on the Government Benches. Middle England is revolting over the issue and Bassetlaw is having an uprising, because 95% of local plans have either been aborted or rejected in the past year.
Virtually no local development frameworks are in place, because the Government changed the guidelines last year so all the housing targets, forced on councils previously, have had to be scrapped, with each council now having to consult its neighbouring authorities. Virtually no council has done that, so every council—having prepared for two or three years, with huge amounts of consultation, including a vast amount in Bassetlaw, to determine where the housing the Government are forcing on us needs to go—has to start the entire process again because it has not consulted the neighbouring authorities. That is the case across almost all the country and it is an absolute farce.
Let me deal with the concept that we all need more housing regardless. The Government inspector has been cited, but the Government inspector is the Secretary of State, instructed on the basis of Government policy. It is this coalition Government who are forcing housing on areas that do not want it. When we have developed our neighbourhood development plans in my area, people say, “Well, we will accept a bit of housing here. This bit of land is wasted and we could do with a bit of housing there.” When local people are in control they will rationally allow their areas to develop in ways that they want and which are popular.
Instead, what we get is, as in Retford recently, everybody, including the council, saying that we do not need housing outside the area of the town, but the Government saying, “You’ve got to have it.” If the council does not vote it through, the developer will win on appeal, citing Government policy, and the council has to pay £300,000 a pop in costs. Councils across the country, particularly Tory ones, are dealing with this problem day in, day out. That is total nonsense. Whether by backing amendments from the right hon. Member for Arundel and South Downs (Nick Herbert) or by framing better ones myself, I will ensure that there are amendments allowing an approach that gives local people control over the planning system on housing.
The approach should allow us to define the kinds of housing. In my area, we could have 500 or 1,000 bungalows —some for rent, perhaps council bungalows, and some for sale, rather than five-bedroom, six-bedroom or seven-bedroom houses that nobody wants locally. That approach might be popular, but it is not popular with the developers. I hope this coalition understand that it is going to lose a lot of votes if it does not listen to me on this.
The second issue I wish to cover in the short time available is fracking and shale gas. I am not an extremist. I have a simple view, which I have put out there to the public: there should be nothing within 2 km of a settlement. There is enough land; those who are speculating for shale gas are saying that pretty much the whole of England can be covered, so it does not need to happen near any of the villages, hamlets or conurbations in my area, thank you very much. The public agree with that, and it would be a nice little amendment to slip in, although it does not satisfy those who say shale gas is bad.
We have another problem with fracking in my area: our water comes from the aquifer. People think, “This is a problem”—even the industry says it is a problem, pointing to the regulations, safety and its competence in dealing with the problem. We do not want the aquifer damaged in any way. So, again, we must let local people decide. By all means throw bribes at people in my area, because the bribes ought to go to the local community, not to landowners. As I have said, if there is a bribe it should be in the form of the green retrofitting of schools, churches and community buildings. If there is a bribe to be thrown in and the community wants to vote for it, that is fine; I do not have a problem with that. But if my communities say that they do not want any fracking—they do not want any shale gas or coalbed methane to be taken from a certain area and that it should be done somewhere else, we should have the right to make that decision.
The Government said they were in favour of localism, but on housing developments the opposite has been the case, as they have stabbed their own MPs and councillors in the back—all of them know it. It is the same with shale gas. We should allow local people to decide, but ensure that they cannot decide something that is going to damage aquifers or any other part of the infrastructure that affects everything else, which is why amendments relating to water will be important in the Bill.
Let us give local people the say rather than have the man from the Ministry—the Secretary of State for Communities and Local Government—giving the instruction and saying, “Here’s what will happen.” Then we can deliver infrastructure in a way that is popular. That might save the Government the election, but they will be too stupid to do it. Labour should vote for such a move, because the people would like it.
East Coast Main Line Franchise
Lord Mann Excerpts(10 years, 11 months ago)
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Hugh Bayley
Our speeches are time limited and we get no injury time for interventions, so I must make some progress.
The good performance that East Coast has achieved is all the more surprising because it has not been given the security of tenure of a 10 to 15-year franchise that the comparator company on the west coast has. In fact, East Coast has not really known from one month to the next where it stands or whether it will continue to run the service or not. Last year, the Department for Transport asked the chief executive of East Coast, Karen Boswell, to prepare a five-year plan for the future of her company. She submitted that plan in January this year. In March, an interview with Karen Boswell by Roger Ford was published in Modern Railways, in which she set out her plans, and there was no hint of privatisation at that point. So what has changed?
Franchising is not a low-cost option. The National Audit Office report on the east coast National Express failure estimated that that had cost the Department for Transport between £330 million and £380 million. The Department had expected to receive that money from the franchisee up to 2012 but had not done so. The funds then had to be recovered from other Department for Transport budgets. The aborted west coast main line franchising exercise cost the taxpayer £55 million. Alan Whitehouse, the former BBC transport correspondent, estimates that each one of those bidding for a major franchise such as these spends between £10 million and £13 million in pursuit of its bid. Those costs ultimately come back to the passengers in the form of higher fares.
Two weeks ago, in the debate in Westminster Hall, I argued that East Coast should continue to run the service, not indefinitely but for the period of a full franchise, so that it could be an effective public sector comparator. We have seen today in The Northern Echo that Lord Adonis, who was Secretary of State in 2009 when East Coast was given the job of rescuing the service, shares that view. It is of course consistent with what he said in 2009, which was that the service should be run by a public sector contractor, East Coast, but not indefinitely. I am not arguing for an indefinite arrangement; I am asking for a period equivalent to a private franchise so that we can compare like with like. That is still my view.
I have been thinking about the matter further, however, and I put it to the Minister that we already have a public sector comparator. By the end of this financial year, East Coast will have run the service for four years, returned about £800 million to the Treasury and provided an improved service. If the Government are hellbent on refranchising, will they commission an independent body—perhaps the National Audit Office—to analyse the bids that they receive and compare them with East Coast’s performance? If none of the bidders that responds to the Minister’s tendering exercise can produce a robust case to show that it can deliver a better and safer service with lower fares and a bigger financial return to the Government than East Coast is currently providing, he should keep the service with East Coast.
The Government seem to be hellbent on refranchising, but we know that refranchising against a short timetable is unwise, to say the least. The Laidlaw inquiry, which looked into the fiasco of the collapsed west coast main line franchising process, came up with this recommendation:
“I recommend that the Department for Transport ensures that a credible timeline, with reference to the complexity of the procurement involved, is assessed and agreed at the inception”,
and he argued that this timeline should provide time for contingencies, and for comprehensive quality and commercial reviews. The Brown report, a rather wider one on the franchising system, which was also commissioned following the west coast collapse, proposed a detailed 24-month timeline for running a franchising process.
Let us look at what happened with the west coast franchising process—the rushed, bungled and failed west coast franchising process. The invitation to tender was put out in May 2011. The franchise was awarded to FirstGroup in August 2012—15 months later—with a view to starting the service in December 2012, 19 months later. Both Laidlaw and Brown said it was too short a timetable.
What, then, are the Government proposing for the east coast main line franchise? They intend to put a notice in the Official Journal of the European Union, which I take as a starting point, in October this year, with an invitation to tender in February 2014 and with the contract being awarded in October 2014—not in 15, 19 or 24 months, as proposed in the Brown review, but in just 12 months. The franchise is intended to start in February 2015, conveniently timed just before the next general election, which would be 16 months after the process started, as opposed to the 19 months from invitation to tender through to the intended start on the west coast franchise.
The Government are proposing to do this east coast franchise not only in a more rushed and hurried way than was done with the west coast franchise—the failed west coast franchise—but in a substantially shorter period than was proposed by each of the two reports they set up to investigate why the west coast franchising process had failed. When will the Minister’s party ever learn? This looks like a fire sale, rushed through before the 2015 general election.
I served on the Bill Committee that scrutinised what is now the Railways Act 1993—the legislation that introduced the privatisation of our railways. I have seen it all before. In Committee, the Government of the day said that they would franchise rail services to train operating companies, but that they had no intention of privatising the railway infrastructure of track and signalling. Then, after the Bill went through, the Government changed their mind and decided to rush through—steamroller through—the privatisation of the rail track by creating a body called Railtrack. We know that this body spectacularly and comprehensively failed. When it collapsed, the Labour Government had to put together a public sector rescue at considerable expense to the taxpayer. They created Network Rail—and we still have it as a not-for-profit company owned by guarantee, which does not have directors and does not pay dividends. We have a public sector body.
Alan Whitehouse had this to say in the Yorkshire Post just over a week ago:
“Until just a few weeks ago, East Coast was to remain in the public sector for as far ahead as anyone could see. Suddenly, it is up for grabs. Can it be a mere coincidence that the Transport Secretary…announces a re-franchising plan that would see East Coast trains returned to the private sector by the time of the next election? Or a piece of blatant electioneering? It all smacks of a similar desperation to that of the Major government’s ‘scorched earth’ policy of making rail privatisation a fait accompli before an election that he knew he would lose.”
The Minister does not have to take it from me. He does not even have to take it from a well-respected transport correspondent like Mr Whitehouse. He need only look at the history—his own party’s history—of what a rushed privatisation on the railways led to last time his party was incumbent at the time of an election. I say to him, “Slow down, even if you believe that reprivatisation is the right thing to do. Do not make the same mistakes that you made with the west coast main line. Take your time. I have no doubt that if you win the next general election you will go ahead with it, but if you do it as a fire sale, it will be a disaster not just for the railway, but for the economies of our regions that are served by it.”
Oral Answers to Questions
Lord Mann Excerpts(11 years, 4 months ago)
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The Minister of State, Department for Transport (Mr Simon Burns)
I thank my hon. Friend for that question, and I pay tribute to the tremendous work that she, other hon. Members and local authorities in East Anglia have done in producing that excellent document, in which I was involved before becoming a Minister. She can have my assurance that we are completely committed to investing in infrastructure, not only in East Anglia and Essex but throughout the country. I look forward to meeting her, Government Members and other Members of the House to discuss that important report shortly.
John Mann (Bassetlaw) (Lab)
T7. Bolsover district council, Chesterfield borough council, North East Derbyshire district council and Bassetlaw district council have all proposed that devolved major scheme funding should be allocated to a local transport body based on the Sheffield city region. Does the Minister agree that that is a sensible way to allocate resources in order to help regenerate the economy?
Oral Answers to Questions
Lord Mann Excerpts(13 years, 5 months ago)
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Mr Hammond
The faster rate of fare increases on Southeastern is, as my hon. Friend knows, related to the introduction of the high-speed Javelin trains, which have managed to continue running very effectively during the current period of weather disruption. We are reviewing value for money on the rail network as a whole. Sir Roy McNulty is conducting that review, and I will publish his interim findings shortly, and a final report in April next year.
John Mann (Bassetlaw) (Lab)
T1. If he will make a statement on his departmental responsibilities.
The Secretary of State for Transport (Mr Philip Hammond)
Since I last answered Transport Questions, I have confirmed that Thameslink will go ahead in its entirety and announced £900 million-worth of rail electrification projects and 2,100 new rail carriages. I have also announced the sale of a 30-year concession on High Speed 1 for £2.1 billion.
John Mann
Since the last Transport questions, I have corrected the Minister with responsibility for roads: there have been 27 collisions at Elkesley on the A1 in the past five years. When will the Minister press the button to start this scheme, which is designed and ready to go, so that we can save lives by building the bridge at Elkesley?
Mr Hammond
The hon. Gentleman knows that road schemes are evaluated on a cost-benefit basis. Accident figures are one of the factors taken into account and built into the analysis, but we will always look at the cost-benefit analysis—the overall benefits that the scheme will bring, compared with the costs—and all schemes have to be looked at fairly and objectively in the light of the limited funding available.
Oral Answers to Questions
Lord Mann Excerpts(13 years, 6 months ago)
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Mr Hammond
As the right hon. Gentleman knows, Eurostar services are operated by a commercial company that makes decisions on the basis of its commercial best interest. I think the answer that he should be looking for is more competition and more operators on the line. I am very pleased to hear that Deutsche Bahn intends to start operating services through the tunnel to London. The more operators there are, the more likely they are to seek additional niche markets and to provide additional station stops.
John Mann (Bassetlaw) (Lab)
8. What recent representations he has received on road safety at Elkesley, Nottinghamshire.
The Parliamentary Under-Secretary of State for Transport (Norman Baker)
The Highways Agency has recently received a number of representations on safety on the A1 at Elkesley in Nottinghamshire. These have been made by the local authority, Elkesley parish council and members of the public. In particular, these concerns were raised by local residents and parish councillors to the Highways Agency at Elkesley memorial hall in September.
John Mann
They have been raised for the last 30 years. There was an agreement going ahead before the election, from the previous Government, for the Elkesley bridge, which is a place where many people have died tragically at the most dangerous crossover on the A1. There was a major collision just this summer. Is this vital scheme, recognised as a priority by the Department for Transport, going to go ahead in this Parliament—yes or no?
Norman Baker
It is a little bit unfortunate to blame us for not having taken it forward in six months when the hon. Gentleman’s party had 13 years to take the road forward. I do not underestimate the importance of safety. The statistics that I have been given, in fact, suggest that there have been no fatal, one serious and nine slight personal injuries between January 2007 and December 2009. If there is further information, I shall certainly consider that.
As part of the programme to reduce the budget deficit, we are clearly looking at how we spend our money on minor schemes. The initial prioritisation process for all the minor schemes in the country will be undertaken over the next few weeks by the Highways Agency and an announcement will be made on whether the public inquiry for this improvement scheme will proceed.