A120

Stephen Hammond Excerpts

Tuesday 5th February 2013 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

I am pleased to see you in the Chair, Mr Sheridan, and I am delighted to be here. I congratulate my hon. Friend the Member for Witham (Priti Patel) on securing the debate. She knows that, were it not for the debate in the main Chamber, many more people would be here this afternoon. I have been particularly struck by what she and my right hon. Friend the Member for Saffron Walden (Sir Alan Haselhurst) said in lobbying to reverse the local legacy and to ensure that Essex is a great county in which to do business in the future, to quote her.

My hon. Friend has been a tireless campaigner on the need for future investment in this road, as has my right hon. Friend. I recognise her continuing determination to speak about the importance of this subject for her constituents, local businesses and the local economy. I am of course aware that she has asked a number of parliamentary questions about the improvements that she quite rightly believes are required to the A120 and to the A12. She secured an Adjournment debate last year on transport in Essex. As she will remember, I met her recently to discuss the proposals to improve the A120 and therefore I am pleased to be responding to this debate this afternoon.

The strategic road network is the Government’s largest single asset, currently valued at about £100 billion and comprising some 4,350 miles of motorway and trunk road. The Government recognise the importance of the transport infrastructure to supporting the economy, and local economies throughout the country, and therefore we have announced increased levels of Government funding to deliver improvements targeted at supporting economic growth.

My hon. Friends will remember the announcement in the 2010 spending review that we were investing an extra £1.4 billion in starting 14 major road schemes over the spending review period. My right hon. Friend the Chancellor of the Exchequer, as part of the 2011 autumn statement, identified several other schemes that would be brought forward for delivery. In the 2012 statement, the Chancellor announced additional capital investment in this Parliament that would enable four major schemes to be brought forward.

I therefore hope that my hon. Friends will recognise that the Government are keen to support the infrastructure of our country. Indeed, in the 2012 statement, there was the provision of a further £100 million of capital expenditure in this spending round to undertake further pinchpoint schemes. My hon. Friend the Member for Witham will be aware that that included a £0.28 million—£280,000—pinchpoint scheme to widen Galley’s Corner roundabout south-east of Braintree. It is obviously true, but I am sure that it disappointed her, that no other schemes that applied for pinchpoint funding on the A120—several did apply—could be delivered within the scope and the criteria of that fund. She and I have spoken about that.

My right hon. Friend the Member for Saffron Walden spoke a little about the history of the A120, as did my hon. Friend the Member for Witham. Obviously, sections of it are single-carriageway road, as she rightly said. The A120 east of the M11 is a trunk road and therefore part of the strategic road network. As she points out, it also forms part of the comprehensive trans-European road network.

My hon. Friends were right to point out that if one looks at the history of the road and the Department’s consultations, surveys and studies on proposed improvements to the A120, one sees that in 2001-02 a comprehensive study was undertaken to look at the problems facing the A12 corridor between London and Ipswich, which included the A120. The study recommended road improvements between Marks Tey and Braintree, and that dualling the A120 from the A12 to Harwich should be considered in the longer term.

As my hon. Friends said, the previous Administration’s review of regional priorities in the east of England provided advice that changed those priorities, and the regional assembly removed the proposals from their prioritised programme. In the previous Government’s response to the advice, they accepted the recommendations for prioritisation, and the Department for Transport instructed that the scheme should not proceed further. That is the history. It is worth setting out the context.

My hon. Friends will know that, given the previous decisions on the prioritisation of improvements, there was not a sufficiently developed business case for the proposal at the time of the Government’s 2010 comprehensive spending review. I have spoken about the schemes that the Chancellor prioritised. A developed business case was a key requirement in both 2010 and 2011. The Department therefore had no plans to develop future scheme improvements in this location. There have been subsequent developments, to which my hon. Friends referred.

In our January meeting, I explained that, in assessing schemes for the future, the Highways Agency is looking at a process that would involve local parties in considering future priorities on a more local level, rather than on a simply regional basis. For the record, it may be worth setting out exactly how we expect such route-based strategies to work.

In response to the recommendations in Alan Cook’s review of the Highways Agency, we agreed to develop and roll out a programme of route-based strategies to identify future transport investments for the strategic road network. The Highways Agency is developing three route-based strategies at initial locations, one of which is the A12 from its junction with the M25 to its junction with the A14 and the A120 between Colchester and Harwich.

The three initial strategies will be complete in March this year. We will take the lessons learned from the production to inform a wider programme of strategies to assess network prioritisation, starting in the next financial year, which as I explained is likely to include the remaining section of the A120 west of the A12. Route-based strategies will ensure that there is clear evidence to make informed decisions on what is necessary for the strategic network to support economic growth locally and keep the country moving.

As I said to my hon. Friend the Member for Witham when we met in January, a key element of the route-based strategy is the engagement and involvement of local groups, including, as we discussed, local enterprise partnerships. I very much welcome the work of the Haven Gateway group in bringing together the range of local interests. I also welcome its analysis of the potential transport benefits and, more importantly, the potential benefits for economic growth in the region, which will be useful in informing the route-based strategy for the rest of the A120. I have made it clear, and I hope she accepts my reassurances, that the Highways Agency will work closely with local groups, via the LEP and local authorities, when it undertakes the route-based strategy work for the rest of the A120.

As I have said in this and other debates, the Government recognise the importance of transport infrastructure to facilitating economic development and the role that it can play in bringing forward proposed new housing developments. In our January meeting, my hon. Friend highlighted the development proposals from Gateway 120 Ltd. My Department and the Highways Agency are more than happy to discuss with prospective developers the needs and costs of transport infrastructure improvements to the strategic road network in the area. As she will recognise, any development proposals will clearly need to fit in with the aspirations of the local plans, and, at the meeting, I took some reassurance from her that that was so. She also knows that I promised to facilitate a meeting between officials and Gateway 120 to that end. That meeting took place yesterday. I am happy to ensure that she gets a full debrief.

My hon. Friend is right that, potentially, there are new and innovative funding areas for the A120 for us to explore together, with my Department’s officials, and I will ensure that we do so. She will also be aware that the Department clearly needs to know more about the absolute details of the transport proposals that underline the Gateway 120 scheme before we can take a view on the future funding that could be committed. She and Gateway 120 have undertaken to ensure that such details are available.

My hon. Friend rightly mentioned safety. I understand the deep concern and recognise the continued campaign for improvements. I have been speaking to the Highways Agency. We recognise the concerns over safety. I have asked Highways Agency officials to investigate options to make the junction at Pellens Corner safer. It is shortly due to complete a road safety audit for that location, which will provide detailed evidence of incidents and accidents and allow a detailed analysis of the situation. That will allow us to bring forward options to address the problem. I am more than happy to meet my hon. Friends to discuss their concerns about safety and the options that we are likely to bring forward.

Again, I thank my hon. Friend the Member for Witham and my right hon. Friend the Member for Saffron Walden for their contributions. I congratulate them on their tenacity in campaigning for the transport infrastructure needed in their local area to make Essex a great county in which to do business. The Government recognise the importance of the A120 as a strategic road and the benefits that the Highways Agency and Gateway 120 working together could bring to their constituencies.

Driving Test Language Support

Stephen Hammond Excerpts

Tuesday 5th February 2013 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

The Driving Standards Agency (DSA) today launched a consultation on the language support available to candidates taking theory and practical driving tests. The consultation seeks views on whether foreign language voiceovers and interpreters should continue to be provided or whether the statutory driving tests should be conducted only in the national languages (English and, in Wales, English and Welsh).

The reasons for adopting these proposals would be to:

Improve road safety—there is concern about the ability of non-English or Welsh speakers to understand road signs and other advice to drivers.

Enhance social cohesion—to encourage integration in society by learning the national language.

Reduce fraud—to address the problem of an interpreter attending for test with a learner driver and communicating advice beyond a strict translation of the theory test questions or the instructions given by the examiner.

Reduce costs—there will be a small saving to DSA from not paying a fee to the theory test service provider for the annual update of voiceovers.

There are three options for change. These include the removal of all voiceovers and translation services in non-national languages, as well as the retention of some elements of support. Consideration is also given to the option of making no change.

The consultation will run from 5 February to 2 April. The consultation paper is available at the following web address:

www.gov.uk/government/consultations/driving-test-language-support.

Vehicle Registration Marks

Stephen Hammond Excerpts

Thursday 31st January 2013 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

I congratulate the hon. Member for Birmingham, Selly Oak (Steve McCabe) on securing this debate and look forward to responding to it. I also welcome my hon. Friend the Member for Rochester and Strood (Mark Reckless) to his place, and I will also comment on his remarks. I am aware that the hon. Member for Birmingham, Selly Oak is vice-president of the European secure vehicle alliance, which is dedicated to reducing vehicle-related crime, fraud and disorder. I am pleased to be able to respond on behalf of the Government on the matter, which is clearly an issue to his constituents, to the wider UK public and, of course, to the Government themselves. We are trying to respond on behalf of all motorists.

I listened carefully to the hon. Gentleman, particularly to his espousal of the Swedish system. I recognise the merits of that system, but I cannot share his view that the UK’s system is poorly conceived and regulated or that we allow a free-for-all. I will put on the record why I think that.

The register of number plate suppliers scheme was established in 2003 to regulate the supply of number plates in the UK. It has helped to reduce the opportunities for criminals to obtain plates to disguise the identity of stolen vehicles or to use them in criminal activity. As the hon. Gentleman has said, there are almost 40,000 suppliers on the register—38,894, to be absolutely precise. Although I acknowledge, as the hon. Gentleman has said, that other countries operate a different regime with regard to supply and format, including a single supplier system, the register scheme represents a system of regulation.

I accept that, prior to the scheme, it was possible to buy number plates in the UK for any vehicle from any supplier without valid checks or controls. That is why it was essential to put the scheme in place. It makes it more difficult for criminals and penalty evaders to abuse the number plate process, as it requires them to prove entitlement to the plate and to provide personal identification. It has closed off the opportunity for criminals to obtain number plates through legal channels and, contrary to some views, it has the support of the police.

All number plate suppliers now have to register by law. They pay a one-off fee to join the scheme, the object of which is to ensure that number plates are sold only to a purchaser who can provide entitlement to them and verification of personal details by producing the necessary documents, such as a vehicle registration certificate or a photocard driving licence. Number plate suppliers are then required to keep a record of sales and make it available for inspection by the police or local authorities. That is an important source of information for the investigation of vehicle theft and other crime related to motor vehicles.

It is an offence to create and supply number plates that do not comply with the relevant regulations and the British standard. In order to comply with the British standard, each plate must be permanently and legibly marked with the British standard number, the name, trademark or other means of identifying the number plate manufacturer or the component supplier, and the name and address of the supplying outlet.

DVLA enforcement officers, in conjunction with trading standards officers and the police, carry out a number of intelligence-led targeted enforcements against registered number plate suppliers and unregistered suppliers such as market traders. Again, that gives a slightly different impression from that given by the hon. Member for Birmingham, Selly Oak; it goes against his argument. He made a number of valid points, but it would have been helpful if he had acknowledged at the outset that the registration scheme and the action that the DVLA takes were important in maintaining the integrity of the British number plate system.

[Steve McCabe]

I recognise that there has been a modest attempt at regulation, but I am trying to persuade the Minister to go further. Can he give me the figures for successful prosecutions resulting from the activities of the DVLA enforcement officers in the past few years?

[Stephen Hammond]

I shall try to answer that question later in my speech. If I cannot do so, I will of course write to the hon. Gentleman with the information.

The hon. Gentleman was right to highlight the concerns expressed a few years ago when a single manufacturer, Hills, developed a system of printing that had the unforeseen side-effect of making the number plate text unreadable by automatic number plate recognition—ANPR—technology. He was also right to point out that concerns still exist. Hills was the only manufacturer using that system, and the manufacture of those plates has now been stopped, but there is still an unknown number of those so-called transparent plates in circulation. The Department for Transport estimates that, in the worst-case scenario, up to 5% of all cars could be unreadable. However, we have reasonable evidence that the actual numbers are somewhat smaller. None the less, that development needed to be stopped immediately, and it has been. Most of the transparent plates were fitted to fleet vehicles, which are eventually sold into individual ownership, at which point the plates are routinely swapped for regular, opaque ones. That is one reason that the number might be lower. There were no concrete rules to stop companies employing that process, but that has now been remedied.

[Mark Reckless]

The manufacturer in question, Hills, was owned by 3M. Is the Minister concerned that there could be a conflict of interest, in that that company, which is well served by the existing registration market, has an executive chairing the relevant British standard that enables the continuation of that market?

[Stephen Hammond]

My hon. Friend leads me neatly into the next section of my speech, in which I shall address the issue of the British Standards Institution review. My predecessor committed to looking into that, and the hon. Member for Birmingham, Selly Oak has asked me for an update. I am pleased to be able to tell him that we are seeking to change BSI standard BS AU 145(d), which covers the reflective quality of number plates. Recent advances to ANPR technology mean that the cameras are finding it more difficult to read older number plates. The hon. Gentleman will know, not least because we debated the HGV Road User Levy Bill in the House on Tuesday, that ANPR is now used increasingly for many aspects of managing the road network, including the enforcement of congestion charging and the HGV levy, as well as for detecting and preventing crime.

A committee was set up to improve standards and it was given an 18-month programme of review supported by my Department and by the Home Office. It is rightly using wider industry expertise. I hear clearly the point made by the hon. Member for Birmingham, Selly Oak and by my hon. Friend but, had we not used that expertise, one of their colleagues might have challenged me by asking why we had kept the review to civil servants. Once the committee has made its recommendations—they will be published and consulted on in late spring—I hope both hon. Members will respond to them, and point out any outstanding issues. The committee has done some rigorous work, however, and I hope its findings will offer some reassurance. I think that they will help to maintain confidence in the number plate regime, tackle vehicle excise duty evasion and improve safety.

It was suggested that the introduction of a more secure number plate system would support the sale of cherished plates. To meet the widespread interest in attractive personalised and cherished registration marks the DVLA has since 1989 been operating a sale of marks scheme, a special facility allowing motorists to acquire and retain the use of particular registration marks that have not been previously issued. More than 3.8 million registrations have been sold, which has generated over £1.8 billion in revenue. The revenue raised this financial year currently stands at just over £49.5 million, with a total of 166,00 registration marks being sold through the DVLA. The scheme is clearly popular with the motoring public, therefore.

It is recognised that there remains an issue in that some keepers of vehicles will attempt to flout the law by displaying registration marks in an incorrect format. All such formats will have been supplied by an illegal supplier, however, so they would already be on the register. Those suppliers would therefore be acting illegally already.

[Steve McCabe]

Why is the DVLA allowed to option plates that any normal, rational person would realise are being purchased only because the buyer intends to have them tampered with and altered illegally? They would have no value otherwise.

[Stephen Hammond]

Not all cherished plates fit into that category; indeed, the vast majority of them do not. Some cherished plates might even have our initials on them—I can envisage “NE 1” being one of the great number plates of our time, Mr Deputy Speaker.

The DVLA and the police take the matter of misrepresented registration marks very seriously. The misrepresentation of registration marks can make vehicles difficult to identify and hamper police efforts. Those who have misrepresented their registration plate have already committed an illegal offence. It is a criminal offence to alter, re-arrange or misrepresent the characters of a vehicle registration mark in a way that makes it difficult to distinguish the registration number. Offenders are liable to a maximum fine of £1,000.

I am surprised and baffled by the comments of my hon. Friend the Member for Rochester and Strood, because neither I nor my officials recognise the remarks he attributes to us. If he tells me the source of those remarks, I will certainly look into the matter, but while I am prepared to accept that the Department may have made those remarks, we do not at present recognise that.

[Mark Reckless]

My remarks were a statement of the position of the Department for Transport as characterised by the West Midlands police.

[Stephen Hammond]

That may have been characterised in all sorts of different ways, of course, but I am happy to discuss the matter with my hon. Friend later.

Over the last century, the number plate has incorporated several security features to reduce the misrepresentation, cloning and fraud that some drivers engage in. My predecessor in the Department instituted the British Standards Institution review. We have some challenging issues to face, but I am aware that the integrity of the number plate regime system is absolutely crucial to road safety, as well as to tackling road crime.

In conclusion, I cannot promise that we will move to a single supplier system, but we will—

HGV Road User Levy Bill (Programme) (No. 2)

Stephen Hammond Excerpts

Tuesday 29th January 2013 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

I beg to move,

That the Order of 20 November 2012 (HGV Road User Levy Bill (Programme)) be varied as follows:

1. Paragraphs 4 and 5 of the Order shall be omitted.

2. Proceedings on Consideration and proceedings on Third Reading shall (so far as not previously concluded) be brought to a conclusion three hours after the commencement of proceedings on the Motion for this Order.

I wish to put on record the helpful, constructive and conciliatory approach of the Opposition to the programme motion.

Question put and agreed to.

HGV Road User Levy Bill

Stephen Hammond Excerpts

Tuesday 29th January 2013 Commons Chamber

Technically, the amendment may not address precisely the issue that the BVRLA wishes to address. However, it has continued to raise the issue of the £2.7 million deficit, and we are keen to hear what the Minister has to say on the matter.

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

I thank the hon. Member for Poplar and Limehouse (Jim Fitzpatrick) for tabling his amendment. I hope that I will be able to persuade him that it does not deal with the concerns raised by the BVRLA, which I should like also to address. I want to try to prove to him that his amendment would potentially, if we were not careful, give a free £200 to an awful lot of people. I hope he will agree with me on that. We discussed the point about clause 7 in Committee when the hon. Member for Linlithgow and East Falkirk (Michael Connarty) raised the issue of 10 monthly and 12 monthly payments.

Removing clause 7(3) would remove the annual rebating formula and mean that all the rebates would be made under subsection (4), which applies to all periods of time over one month and less than one year. Under the European directive, the charges and rebating formula must be the same for both UK and foreign-registered vehicles.

In selecting the charges for different time periods, we have chosen to offer the annual levy at a discount compared with the purchase of 12 monthly levy payments. That is also compatible with the Eurovignette directive, which states that the annual charge may be no less than 10 times the monthly charge.

The hon. Gentleman’s amendment would not have its intended effect, which I believe is to ensure that UK hauliers would be able to claim the rebates in twelfths rather than tenths, as proposed by the Bill. As he has rightly pointed out, I am aware of what the BVRLA has put together. It has been lobbying for a change to the calculation because at the moment it estimates that a UK operator could incur a small loss when it delicenses a vehicle—typically when it is sold—compared with the existing rebating regime for vehicle excise duty, which rebates in twelfths. The BVRLA has identified that a small extra cost to operators could be introduced by the way in which the levy is rebated compared with how VED is rebated.

Currently, when a vehicle is delicensed—typically when it is sold—the previous owner can claim back the outstanding whole months of VED, with the rebate calculation done in twelfths. From the introduction of the levy in 2014, UK operators will only be able to reclaim VED on the same basis that the levy can be reclaimed, namely in tenths. Setting the annual rate at 10 times the monthly rate complies with EU law and will maximise the revenue from the monthly charges. That means, in effect, that it is discounted when compared with the cost of the 12 monthly levy charges.

The decision to offer rebates in tenths was made, as I explained in Committee and as the hon. Gentleman has mentioned, to prevent foreign hauliers from paying for a year, using a vehicle for a month and then reclaiming 11 months. The hon. Gentleman’s amendment would have the effect—although this is not its intent—of removing that.

[Jim Fitzpatrick]

I accept the explanation about tenths and twelfths and that we do not want to give an advantage to foreign hauliers, but the question that was raised in Committee by my hon. Friend the Member for Linlithgow and East Falkirk (Michael Connarty) has still clearly not been answered to the satisfaction of the BVRLA. When someone surrenders VED—a tax disc—they can claim back, but if a vehicle is off the road while it is in the process of being sold, which could take two or three months, and is accruing the levy charge, can that be claimed back? If it can, I think that will answer the problem.

[Stephen Hammond]

I hope that I am about to address exactly that point. I welcome the hon. Member for Linlithgow and East Falkirk to his place, because he raised the point about the levy rebate, which I hope my opening remarks have addressed.

The BVLRA estimates that rebating the charge in tenths rather than twelfths might cost its members, as the hon. Member for Poplar and Limehouse has said, up to £2.7 million a year. That estimate is on the high side, to say the least, because the BVRLA assumes that half the refunds would be for vehicles in the most expensive levy band, whereas, in fact, only 4% of the UK fleet is in that band. Most UK vehicles—83%—are in bands costing between 36% and 65% less. I would therefore question whether the cost is as high as estimated.

The BVRLA also assumes that all refunds are claimed in the 10th month of the VED cycle for each vehicle, which is a worst-case scenario. In fact, there is a peak in vehicle disposals at around month three or four of the cycle, reflecting the fact that vehicles are often purchased in September and sold in January, to deal with Christmas business. The loss for any vehicle at this point is some 60% or 70% less than the worst-case figure.

We estimate that most vehicles will lose in the region of between £30 and £50 when delicensed. That is not a regular event, but it would happen, for example, when a vehicle is sold. The loss therefore needs to be set in the context of the vehicle’s whole lifetime, which can be about 10 years. For example, a typical vehicle that lasts 10 years and is sold twice during that period at a typical stage in the VED-levy cycle would incur between £60 and £100 in rebate costs over its life, because the loss is incurred only when the vehicle is sold or delicensed for other reasons. That cost equates to about £6 a year. Operators can avoid that cost by selling the vehicle taxed or by disposing of it only at the end of the VED-levy cycle so that there is no amount to reclaim.

As the hon. Member for Poplar and Limehouse said, the BVRLA gave oral evidence to the Committee and raised this point, but it did not give it the prominence that it has been given subsequently. I am pleased that we have been able to discuss it today because it did not feature in our discussion about levy rebates. I am pleased that I have been able to clear the point up. The BVRLA could have submitted written evidence on this point to the Committee, but it did not. It is helpful that it has been raised by way of amendment this afternoon.

[Michael Connarty (Linlithgow and East Falkirk) (Lab)]

The point I raised on instinct, on looking at the Bill, was that this was not a level playing field between those who come into the UK and pay the levy, and those who are in the UK and pay duty and now the levy. Although the Minister has said that the loss will be 70% less than the worst-case scenario and only about £6, it is still not a level playing field. There will be a loss for the leasing companies in the UK. The companies say that the loss will be £2.7 million a year. If it is 70% of £2.7 million a year, it is still a large hit for British business.

[Stephen Hammond]

As I have said, the figure of £2.7 million is predicated on half the vehicles in the fleet being in the largest band, whereas only 4% are in that band. There will be a very small loss, if there is a loss at all. The £2.7 million figure is clearly an overestimate.

I seek to persuade the hon. Member for Poplar and Limehouse that under the amendment, all rebating would be done under clause 7(4), which is designed for shorter periods of time than one year. Rebating the annual levy under that subsection would not resolve the tenths versus twelfths issue, but it would allow some foreign operators to drive on the UK’s roads for free for up to two months when they purchase an annual levy. That is because, as we discussed in Committee, they would be able to claim a rebate for whole outstanding months at the monthly levy rate, rather than at the discounted rate.

As well as the potential for free use of the roads, a further consequence of using clause 7(4) as the rebating mechanism would be to allow anyone to make a claim for more than they had paid, without ever driving on the UK’s roads. For example, if an operator purchased a levy starting at a future point in time, say 1 February, and immediately asked for a rebate, they would be able to claim 12 times the monthly rate because the levy period would not have started. That would contrast with the actual cost of the 12-month levy, which is discounted to 10 times the monthly rate.

The consequential amendments would mean that clause 7(4) could also be used for annual rebating and would remove the references to clause 7(3) in clause 7(8), which deals with the level of the rebate. Given the unintended consequences of providing updates only through clause 7(4), and given the relatively small value of the typical loss, which is incurred only if the vehicle is delicensed or sold, we do not propose to change the rebating formula from tenths to twelfths.

I will keep the situation under review. I hope that with those reassurances, the hon. Member for Poplar and Limehouse will withdraw the amendment.

[Jim Fitzpatrick]

We are very grateful to the Minister for his response. My hon. Friend the Member for Linlithgow and East Falkirk (Michael Connarty) raised this matter strongly in Committee. We supported the inquiry by the BVRLA because this seemed to be an issue that was slipping through the cracks. The Minister reassured us in Committee. He has said solidly that he will keep the matter under review. We do not want to see this develop into a disadvantage for British road haulage.

Given the assurances that the Minister has reaffirmed today, I beg to ask leave to withdraw the amendment.

Amendment, by leave, withdrawn.

Third Reading

[Stephen Hammond]

I beg to move, That the Bill be now read the Third time.

As the House knows, this Bill introduces a new levy for all heavy goods vehicles that weigh 12 tonnes or more and that are kept on, or use, the UK road network. The levy is aimed at recognising the damage that HGVs do to our roads, so that a contribution is made for that.

The Bill has, I am pleased to say, enjoyed cross-party support as it has proceeded through the Ways and Means motion, Second Reading, Committee and now—I hope—Third Reading. With some exceptions and questions it has been broadly welcomed by industry, with agreement on the fundamental point that vehicles that use and cause wear to our roads should make a payment to take account of that. The HGV road user levy will, for the first time, require foreign-registered HGVs to make a contribution to the costs of maintaining the road network that they use.

Subject to the Bill being passed in the House today, although the financial burden of road maintenance will be largely borne by UK taxpayers, from April 2014 it will no longer fall solely to them. Our intention is for the levy to apply to all categories of public road in the UK, and to UK and foreign-registered HGVs equally. The Government plan to implement the levy from April 2014 for UK and foreign-registered hauliers, and I am working to ensure that the process to procure and develop the necessary vehicle payment systems is completed. That is being done to a short time scale, but as I stated in Committee, I am confident it can be achieved.

As stated in previous discussions, UK hauliers will pay the levy in a single transaction with vehicle excise duty—VED—when it is renewed from April 2014. Foreign hauliers do not currently contribute to road maintenance through a vignette or other form of payment, even though such charges are common in other countries and our hauliers pay them when they use roads overseas. Foreign-registered hauliers who have long enjoyed an advantage over our own haulage industry will now have that advantage removed. All main parties have wanted to introduce a measure to correct that imbalance for many years, and I am delighted that this Bill, which will go a long way towards addressing it, is receiving its Third Reading.

HGVs play a crucial role in our economy by supplying businesses and servicing consumers. More than two thirds of goods moved within the UK travel by road on an HGV. It is estimated that foreign hauliers make around 1.5 million trips in the UK annually, and the levy will ensure that they pay a fair amount when they use UK roads, and increase opportunities for UK hauliers in international trade.

As colleagues in the House may be aware, any form of road user charge is subject to strict conditions set out in the Eurovignette directive, in which the maximum daily charge is specified as €11, which is likely to rise to €12 by 2014 to compensate for inflation. By that stage it will equate to about £10 per day, which is what we intend to charge to the largest foreign vehicles that use roads in the UK. I recognise that many trips by foreign hauliers last longer than one day, so they will also be able to pay the levy for different periods—daily, weekly, monthly or annually, for up to one year. For the largest vehicles, the annual charge will be £1,000, and proportionately less for the smallest vehicles. Overall, most vehicles that come to the UK are in the heaviest two bands.

The Government have estimated that the revenue gained by charging foreign hauliers will probably be between £18.7 million and £23.2 million annually. I appreciate—this was discussed in Committee at some length—that that may not be an enormous sum in the grand scheme of things, and I am sure some of my colleagues would like it to be higher, but the levy is set at the highest level allowed by the Eurovignette directive. Other measures—principally the reduction in VED—mean that nine out of 10 UK vehicles will pay no more than they do now. That will ensure a fairer deal for UK-registered HGV operators, who should not, and will not, have to bear an additional financial burden as a result of the levy. As we have announced previously, details of vehicle excise duty will given by my right hon. Friend the Chancellor in due course.

With those brief comments, I hope that the House supports the Third Reading of the Bill.

--- Later in debate ---

[Stephen Hammond]

With the leave of the House, I would like to make a few concluding remarks and to respond to some of the points made in the debate.

My hon. Friend the Member for Tiverton and Honiton (Neil Parish) made the case, as did several other Members, about the size of the fee charged. As I have explained earlier on Third Reading, on the Ways and Means motion and on Second Reading, we are limited to what level of fee we can charge. I am sure that we will, as with other aspects of the Bill, keep it under review. My hon. Friend went down the line of suggesting that sat-navs be used for HGVs, but I am going to leave that issue for another day.

I welcome the support of hon. Members across the House, and I particularly welcome the support of the Chairman of the Select Committee and the points she made about road safety. The hon. Member for Poplar and Limehouse (Jim Fitzpatrick) mentioned those reports, too, and I think road safety is one issue that has cross-party support, with all of us determined to continue the UK’s good record on road safety and never to be complacent about it. We all want to see it continually improving.

I remember that I was glad in Committee to satisfy some of the concerns of the hon. Member for Argyll and Bute (Mr Reid) about some parts of his community. I also noted his plea for a higher charge.

I was not entirely surprised to hear the hon. Member for Linlithgow and East Falkirk (Michael Connarty) refer to the Tory Chancellor’s back pocket, as he had used the same phrase several times in Committee. Although he expressed sympathy for Kent, he will be unsurprised to learn that I have little. If it were to exchange its proportion of these sums for a hypothecated amount, it would be considerably less than the Chancellor made available for local road maintenance in the autumn statement, and continues to make available.

However, the hon. Gentleman was right in saying that I had promised to bear in mind the views of the BVRLA. I understand the concern that the organisation has expressed about size, but the analysis shows that the number of vehicles likely to be affected is relatively small. Even when the “urban artics” mentioned by the hon. Member for Strangford (Jim Shannon) are taken into account, it is clear that 98% of the fleet in the United Kingdom will be less than £50 worse off. In fact, very few people will be worse off as a result of the Bill.

I am glad that my hon. Friend the Member for High Peak (Andrew Bingham) enjoyed the experience of serving on the Committee. I think that it was an enjoyable experience, although I am not sure that all Bill Committees are quite as enjoyable or, indeed, give Bills such a speedy passage. I am glad that my hon. Friend did not press the point that he raised on Second Reading about the Mottram-Tintwistle bypass. I know that the Highways Agency owes him a letter, and I have chased that up today. He will receive letters from both the agency and me, but no promise that the bypass will necessarily arrive.

My hon. Friend the Member for Amber Valley (Nigel Mills) may not have been able to ask the oral question that he had tabled, but he certainly made his points eloquently this afternoon, and I thank him for his contribution.

The hon. Member for Strangford raised a couple of issues that we also considered in Committee. Our discussions about criss-crossing of the border continue, but I am convinced that we shall reach a satisfactory conclusion with the Government of southern Ireland. As for the small “urban artics”, the hon. Gentleman must bear in mind that although some are in lighter weight categories, they often have fewer axles and are therefore disproportionately damaging to the network.

Vehicles with reduced pollution certificates pay lower rates of VED. Because some are paying the minimum levels set by the Commission, we cannot reduce the levels further. Our solution is to change the nature of the benefit provided for vehicles holding RPCs. In future, such vehicles will receive a grant to the current value of the VED discount. I hope that that addresses the concerns expressed by the Freight Transport Association.

I thank all Members who have taken part in our informed, constructive debates, not just this afternoon but throughout the Bill’s earlier stages. I also reiterate my thanks to the Chairmen of the Committee and the Clerks who supported it. I particularly thank the hon. Member for Poplar and Limehouse for acknowledging that the Bill deserved all-party support. His scrutiny was constructive and sensible, and I was delighted to have his support for the Bill. I wish it a speedy passage.

Question put and agreed to.

Bill read the Third time and passed.

Parliamentary Oral Question (Correction)

Stephen Hammond Excerpts

Tuesday 22nd January 2013 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

I regret to inform the House that there was an inaccuracy in the answer I gave to a supplementary question pursuant to an oral parliamentary question [UIN 137500] on 17 January 2013, Official Report, column 1012, about schemes announced in the autumn statement 2011 which are now under construction.

The correct answer is that work is under way on over 90% of the projects and that construction has already begun on 13 of them.

There was also an inaccuracy in the answer I gave to a supplementary question pursuant to oral parliamentary question [UIN 137497] on 17 January 2013, Official Report, column 1009. I would like to clarify that £600 million, not £650 million, has been invested in the local sustainable transport fund programme.

It is worth pointing out that, in addition to this figure, we have announced a further £107 million of investment specifically for cycling schemes, of which £42 million was announced at last year’s autumn statement.

Local Speed Limits

Stephen Hammond Excerpts

Friday 18th January 2013 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

The Department has today published a revised speed limit circular, “Setting Local Speed Limits” (DFT Circular 01/2013). This follows a consultation held last summer, the report of which is also published today. The Department is also today publishing a speed limit appraisal tool, which will be hosted on the DFT’s website. These follow up key commitments from the Government’s “Strategic Framework for Road Safety” published in May 2011.

Setting the right local speed limits is vital for road safety, local growth and local health outcomes. Speed limits need to be suitable for local conditions and local authorities are best placed to develop solutions that suit their communities, working in conjunction with law enforcement agencies and taking on board the views of the community they serve.

The updated circular gives guidance to local councils which will help them implement more consistent speed limits on local roads. It incorporates recent changes that create more flexibility for authorities to implement 20 mph limits and zones. It also sets out the process for applications for further rural 40 mph zones. To date no applications have been made for new areas.

The speed limit appraisal tool will help councils assess the full costs and benefits of any proposed local speed limit schemes, and help them to make evidence-based decisions to introduce local speed limits that reflect the needs of all road users. As well as casualties and other traffic effects, we have made particular efforts to build into the tool effects that cannot be monetised, such as those that enhance quality of life.

The revised circular replaces Circular 01/2006, also called “Setting Local Speed Limits”, which is now withdrawn.

I am placing a copy of the circular and the consultation report in the Library of the House.

Oral Answers to Questions

Stephen Hammond Excerpts

Thursday 17th January 2013 Commons Chamber

[Nicola Blackwood (Oxford West and Abingdon) (Con)]

6. What progress he has made on reducing bottlenecks in the road network.

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

In the 2010 spending review, the Government committed £168 million for small schemes on the strategic road network. In the 2011 autumn statement, we introduced a new pinch point fund of £217 million to address the hot spots on the network. We have committed £188 million of that to deliver 65 schemes so far. In the 2012 autumn statement, that was increased to £317 million for the strategic road network, and a new £170 million pinch point fund was established for local authorities.

[Nicola Blackwood]

I thank the Minister for his answer, but the A34 in my constituency is still plagued by congestion and accidents. That causes daily misery for commuters on a personal level, and it also has a debilitating effect on the local economy. If the work force are stuck in gridlocked traffic, they are simply not being productive. Will the Minister come to Oxford West and Abingdon to meet local community and business leaders to hear their concerns at first hand?

[Stephen Hammond]

Like my hon. Friend, I recognise that the A34 is an important, busy and strategic route. We are developing route-based strategies as a key mechanism to inform what is needed on such routes. As she says, the ability to work with the local economic partnership and to look at the benefits to the local economy are key assessment criteria. I look forward to visiting her constituency.

[Ian Austin (Dudley North) (Lab)]

The House, and the whole country, will agree that one of the ways of reducing bottlenecks on the roads is to get more people on to bikes. When Ministers in the Department for Transport and the Department for Communities and Local Government consider new road schemes and other major urban developments, why cannot they agree to British Cycling’s request that the impact on cyclists should be considered at the outset of all such schemes, rather than being treated as an add-on later? If that were to happen, we could avoid problems such as those at Bow roundabout and Vauxhall Cross, which have had to be put right later at enormous cost.

[Stephen Hammond]

I am aware that the hon. Gentleman is a keen cyclist and vice-chairman of the all-party parliamentary group on cycling—

[Ian Austin]

Co-chair.

[Stephen Hammond]

I am sorry—co-chairman of the group. I look forward to seeing its report, which I am sure will cover a number of those issues. He will be aware that we have committed a local sustainable transport fund of £650 million, and a number of the schemes being developed under that have exactly the cycling element that he is asking for.

[Martin Vickers (Cleethorpes) (Con)]

I welcome the Secretary of State’s recent announcement on the improvement of the A160 into Immingham docks. The next part of the network that needs improving to provide access to the Humber bank ports and industrial areas is the A15 between Lincoln and Scunthorpe, which is in urgent need of dualling. Will my hon. Friend agree to meet a delegation of Members from the appropriate constituencies to discuss the matter?

[Stephen Hammond]

I would be delighted to accept my hon. Friend’s request. I have been meeting a number of Members and groups from their constituencies to discuss the possibility of their qualifying for route-based strategies, and I look forward to talking to him about this matter.

[Kevin Brennan (Cardiff West) (Lab)]

7. What recent assessment he has made of the potential benefits of electrification of railway lines into Wales.

--- Later in debate ---

[Eric Ollerenshaw (Lancaster and Fleetwood) (Con)]

9. What steps he is taking to accelerate major road-building projects.

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

The Highways Agency is undertaking pilot schemes to demonstrate how four major road schemes can be delivered more quickly. So far, these have been accelerated by 18 and 21 months. We have achieved this by making widespread changes to the planning, design and construction regime.

[Eric Ollerenshaw]

I thank the Minister for that reply. I understand that the planning inspectorate’s report on the possible M6 link road to Heysham port around Lancaster may be on the Minister’s desk. Given that the plans for that were first sketched out in 1948, could somebody speed things up a little bit, as this will be a vital route for Lancaster, the north-west and indeed Northern Ireland?

[Stephen Hammond]

We received the examining authority’s report and recommendation on the scheme from the planning inspectorate on 19 December. The report is being considered carefully. We are obliged under the Planning Act 2008 to decide whether to grant a development consent for the scheme by 19 March 2013. I am looking to see whether we can accelerate that even faster.

[Clive Efford (Eltham) (Lab)]

When the Minister next meets the Mayor of London, I urge him to discuss the Silvertown link between North Greenwich and Silvertown on the north side of the river. More importantly, many people are concerned about the need for public transport links along that stretch of the river, so will the Minister discuss with the Mayor the need to introduce a link for the Docklands Light Railway to come to North Greenwich, as it is essential for that to be part of the river crossing?

[Stephen Hammond]

I regularly meet both the Mayor of London and the commissioner of transport for London. I will make sure that that subject is on the agenda the next time we meet.

[Paul Maynard (Blackpool North and Cleveleys) (Con)]

In 1948, the very same county plan for Lancashire—under a Labour Government, I duly note—recommended a new A585 trunk road to improve links to both Fleetwood and the northern parts of my constituency. This remains a key local priority, but what guidance has the Department issued to the local enterprise partnerships to ensure that when decisions about regional structural priorities are taken, they are evidence based rather than based on economic fashion?

[Stephen Hammond]

We have encouraged local enterprise partnerships to involve themselves with other local groups in order to ensure that suggestions, plans and designs for new routes take economic potential into account. Many LEPS throughout the country have taken that on board, and I trust that the one in Lancashire will do the same.

[Mr Russell Brown (Dumfries and Galloway) (Lab)]

In his reply to the question from the hon. Member for Oxford West and Abingdon (Nicola Blackwood), the Minister referred to the autumn statement of 2011. Will he now tell us how many of the schemes that were announced at that time have so much as seen a spade in the ground? In how many instances has construction actually begun?

[Stephen Hammond]

I can tell the hon. Gentleman that 90% of the projects announced in the 2011 autumn statement are under way, and that 13 have been completed.

[Michael Fabricant (Lichfield) (Con)]

10. What assessment he has made of the level of service provided by London Midland trains in the last six months; and if he will make a statement.

--- Later in debate ---

[Peter Aldous (Waveney) (Con)]

11. What assessment his Department has made of the role of the private sector in the UK's railways.

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

Since privatisation, the number of passenger miles travelled has nearly doubled. Rail freight has increased by over 60%, the level of passenger satisfaction has risen by 10% in the last decade, and the level of punctuality has risen by nearly 14 %.

[Peter Aldous]

The delay in tendering for new longer rail franchises is holding back much-needed private sector investment in trains in East Anglia. Will the Government consider the proposals that have been drawn up to fast-track the provision of those urgently required new and upgraded trains?

[Stephen Hammond]

The Government commissioned Lord Brown to advise on the future of franchising. As my right hon. Friend the Secretary of State said earlier, his report has now been published, and the Government are looking at it. I understand that proposals have indeed been drawn up, and the Government will happily consider those proposals. I suggest that my hon. Friend should try to meet my right hon. Friend the Minister of State at the eastern rail summit, which will be held in the spring.

[Ian Lucas (Wrexham) (Lab)]

Do not the failures of the east coast and, now, the west coast franchise demonstrate that the policy of reusing a bad system is a bad one? Will the Minister please consider alternative models such as the mutualisation adopted by Welsh Water, which has led to increased private investment, efficient services, and reasonable charges for customers?

[Stephen Hammond]

Throughout the country, privatisation and the franchising model have brought huge benefits to the system and to the rail traveller, and, as I said earlier, the level of passenger satisfaction has risen by more than 10% in the last decade.

[Mr John Leech (Manchester, Withington) (LD)]

The best way of assessing private sector rail franchises is to have a public sector comparator. Does the Minister therefore agree that we should consider retaining the east coast franchise as a public sector comparator, and look at having a local and regional service as a public sector comparator, too?

[Stephen Hammond]

I disagree with that suggestion. The hon. Gentleman will remember that although subsidy was slightly lower when we had nationalised railways, underinvestment was a major feature of that era. Fares continued to rise and passenger satisfaction declined.

[Tom Blenkinsop (Middlesbrough South and East Cleveland) (Lab)]

12. What assessment he has made of bus fare rises in non-metropolitan areas; and if he will make a statement.

--- Later in debate ---

[David Mowat (Warrington South) (Con)]

T4. The new Mersey Gateway bridge will be tolled, with the risk of significant extra traffic through Warrington. The inspector at the planning inquiry stated the toll should be set no higher than that of the nearby Birkenhead tunnel. Will the Secretary of State confirm that in any evaluation of a change to the tunnel toll, he will also look at the situation of the bridge and of Warrington?

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

The Government have no plans to fund the reduction or abolition of tolls on the Mersey tunnels. Tolls on the new Mersey gateway bridge will be set by the Mersey gateway crossings board, an independent subsidiary of Halton borough council set up to manage the scheme. My hon. Friend knows that the indicative and maximum toll levels were agreed as part of the public inquiry, and were set out under the Transport and Works Act 1992.

[Mrs Anne McGuire (Stirling) (Lab)]

T3. A couple of days ago, Carlos Tevez, the Manchester City striker, admitted to not having a valid UK driving licence. It was said that the theory test would be difficult for him as it is conducted in English. Given that many people who are legitimately and legally in the UK need to drive after the 12-month grace period, does the Department offer the theory test in other languages? If not, why not, given that in the interests of road safety it is more important that people are encouraged to take the test, rather than have them worry about whether their written English skills are up to scratch?

[Stephen Hammond]

I can confirm that the test is offered in more languages in this country than it is in any other in Europe. I am, however, consulting on whether to reduce the number, because it is clear that a key aspect of road safety is involved: if people cannot understand the test in English, they might not be able to understand the road signs.

[Priti Patel (Witham) (Con)]

T5. Will my right hon. Friend continue to champion Essex commuters and ensure that the recommendations of “Once in a generation—A rail prospectus for East Anglia” are considered by his Department and implemented, so that our commuters can have outstanding rail infrastructure, bringing us into the 21st century?

--- Later in debate ---

[Graham Jones (Hyndburn) (Lab)]

My constituent, Mrs Hinet, suffered the tragedy of losing her daughter and grandchild. They were pedestrians who died when a car driven by an 89-year-old who had had a heart attack at the wheel mounted the pavement. There seems to be a lack of assessment of drivers such as that 89-year-old, compared with that of those who are 70. I know that regulations are in place for drivers who are over 70, but there seems to be a problem in that the deciles of the 70s and 80s are aggregated in the data. Will the Minister look at the data and how they are collected for those in their 70s and 80s and accidents on the roads?

[Stephen Hammond]

I thank the hon. Gentleman for that question. We have looked at that data and at some of the evidence from some incidents, particularly a number of tragic incidents such as the one he describes. The most important thing is that the current plans and regime are backed by the evidence, and I will review that. More importantly, it is a question of experience and not necessarily of the driver’s age.

[Mrs Cheryl Gillan (Chesham and Amersham) (Con)]

To what extent does the Secretary of State plan to rely on private sector money to fund HS2? Have the Government approached or received any expressions of interest from potential funders, including any foreign sovereign wealth funds?

Street Lighting (Residential Areas)

Stephen Hammond Excerpts

Thursday 17th January 2013 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

I congratulate the hon. Member for Corby (Andy Sawford) on securing this evening’s debate. I am pleased to be responding to what I believe is his first Adjournment debate since becoming a Member of Parliament last November, on what is clearly a subject of great importance to him. I also congratulate him on his speech. He started with a number of clearly well researched historical facts. He could have easily answered the question “What have the Romans ever done for us?”, although I was greatly pleased that he resisted the temptation to sing and dance.

It might be helpful if I begin by saying a few words about the background on street lighting in residential areas more generally before I talk about the specifics of the hon. Gentleman’s case. Street lighting is often taken for granted, but it is an important service for local communities. Most residential street lighting in England is the responsibility of local highway authorities. Local authorities, such as Northamptonshire county council, which covers his constituency, have a duty under section 41 of the Highways Act 1980 to maintain the public highways in their charge. That duty covers street lighting. That said, authorities do not have a duty to light any particular parts of their networks, but where lighting has been provided, the authority has a duty to maintain it. It is therefore for each local highway authority to decide what level of service it wishes its street lighting network to deliver. It is also up to the authority to decide on the appropriate technical solution to ensure suitable lighting of its highways, as well as deciding what level of funding is appropriate to maintain its lighting networks.

I am aware that many councils are now taking a proactive approach, looking at a number of ways to reduce their overall funding programmes. Some councils are thinking innovatively about how to deliver their services, and that thought is indeed being inspired by the Ministers at Eland House. I, of course, toil at Great Minister House as opposed to Eland House, which is where the Department for Communities and Local Government resides. I know that my hon. Friends who reside at Eland House are encouraging local authorities up and down the country to look at new and innovative ways of delivering services to their communities.

As the hon. Gentleman said, many authorities are looking at ways of delivering their street lighting commitments. Many are implementing a policy of dimming street lights between midnight and 6 am or even turning them off during those hours. Some, such as Northamptonshire county council, have taken further steps and decided to turn some lights off completely. Let me be clear: central Government have no powers to override local decisions in these matters, nor should it be the job of bureaucrats or Ministers in Whitehall to dictate to local government how it determines local solutions.

Let me turn to Northamptonshire’s street lighting policy. I am aware that when considering its budgets—in light of the challenge to everybody after the profligate spending of the last Labour Administration—the county council’s cabinet considered a proposal in 2010 to make £1 million of savings by changing the county’s street lighting policy. As part of that exercise, including the consultation, the council made it clear that its intention was not just to make savings, but to respond to a growing recognition in many parts of Northamptonshire that the pre-switch-off policy had been somewhat over-engineered and was not as energy efficient as it could be. The county council also stated that it wanted to reconsider street lighting as part of its overall environmental agenda.

[Michael Ellis]

Does my hon. Friend agree that this is not only a question of energy efficiency and energy savings, but—as usual—of hearing the Labour Opposition reject any form of savings without offering any ideas on how they would save instead, in times of austerity that are due largely to Labour overspending for many years?

--- Later in debate ---

[Stephen Hammond]

I certainly agree with my hon. Friend.

I shall touch on a solution that Northamptonshire county council offered to Corby in a moment. The council decided in January 2011 that it should find an additional £1 million saving from its street lighting, bringing the total amount of savings that it wished to achieve to some £2 million per annum. The council undertook a consultation on its proposals, which was promoted in the local press as well as on the council’s website. I know that many of the hon. Gentleman’s constituents had concerns about that process, and felt that it was not sufficiently widespread.

The council commenced switching off lights in April 2011, and the process continued through to August of that year. Out of the council’s asset of 67,000 street lights, almost 30,000 were switched off. In Corby, 3,681 of the 8,275 lights have now been switched off. The hon. Gentleman will be aware that, in response to some of the criticisms of the consultation process, a further consultation was carried out with county councillors.

[Andy Sawford]

I am slightly confused by the Minister’s approach. He says that it is not his position to direct the local authority, but I have not asked him to do that; I am a localist. I have, however, asked him to advise me on the Government’s position, in the light of all the research that I have highlighted, including that of the Home Office. He seems to be reading from a brief from the county council, which can well speak for itself, rather than setting out the Government’s position on this matter.

[Stephen Hammond]

The hon. Gentleman has made his speech, and if he will forgive me, I am now setting out the Government’s overall responsibility and the liabilities and duties of county councils. I am setting out the situation, as he did, and if he will wait a few minutes longer, I will make some comments on the Government’s response. It is important to set out the case, so that we can understand it and so that we can all agree on what is actually happening. That is what I am attempting to do.

I have just made the point that, in response to criticism, the county council carried out a further consultation. The chief executives of all of the county’s borough and district councils were sent letters and invited to meetings on street policy. Written responses were received from three borough councils in Northamptonshire, including Corby, which asked that the lights be put back on in crime or accident hot spots. I think that the hon. Gentleman would acknowledge that the county council has addressed some of those concerns, and that changes were made to the policy as a result, specifically in regard to the reduction of repair times, as well as to switching the lights back on.

During the switch-off period across Northamptonshire, the public were invited to submit appeals if they felt that the proposed policy was not being correctly applied. In theory, that appeal period was due to end in September 2011, but in practice it was extended until December 2012. During that period, the council considered some 4,000 appeals and, as a result, nearly 1,000 street lights were turned back on.

I understand that the leader of Northamptonshire county council met the leader of Corby borough council—I am not sure whether the hon. Gentleman was present at that meeting—to try to come to some arrangement on the street lights in Corby, and offered to switch back on any lights that the borough council wanted to be kept on, so long as the borough provided a 50% funding contribution. I also understand that, although the borough council has made a certain amount of noise, it has not yet taken up that offer.

[Chris Heaton-Harris (Daventry) (Con)]

My constituents were affected in the same way as Corby residents, but a number of parishes across my constituency pay for their own street lighting. I have thus received almost as many letters complaining that people were having to pay twice for street lighting across the county as I did from those complaining about switching off the lights in inappropriate places.

[Stephen Hammond]

My hon. Friend makes an interesting point.

Before I leave Northamptonshire, it is worth saying—and it is important to point out—that the reduced energy usage that the change in policy will have yielded by the end of March 2013 is expected to be approximately 10,500 tonnes of carbon saving, and there will be annual savings in excess of 5,000 tonnes in the future.

[Andy Sawford]

Given that the Minister has chosen to focus many of his remarks on local research about how Corby council responded, let me remind him that my constituency covers two local authorities. I have mentioned examples in Raunds and Irthlingborough in another local authority. In the interests of balance, those people might be interested to know the Minister’s views on how their local authority responded, the number of lights turned off in their areas, and so forth. That would be very interesting.

[Stephen Hammond]

I am happy to come back to the hon. Gentleman with the numbers, but my point is that Corby did respond and it was made an offer. [Interruption.] I am saying that Corby did respond to the leader of the county council, who then made an offer to respond to Corby council’s demands. So far, Corby council has not responded.

Let me say a few words about the Government’s policy on street lighting. It is, of course, right that local authorities, not central Government, consider—in the interests of cost-saving and the environment—whether lighting can be sensibly dimmed or switched off, consistent with proper safety assessments. We are aware that a number of local authorities around the country have commenced similar lighting projects to deliver energy savings and carbon usage reductions. Guidance produced by the Institution of Lighting Professionals is available for any local authority that wants to adopt such a scheme. We are aware that a number of local authorities are taking the decision, following traffic incidents, to switch some lights back to an all-night operation at certain locations, as the hon. Gentleman said. It is, as I have said, the duty of the local authority to ensure that street lighting is maintained if it has chosen to provide it.

The hon. Gentleman raises perfectly reasonable concerns about possible increases in crime. That is understandable, and the reduction of street lighting might cause some people to question their safety and security. However, evidence to date from authorities up and down the country that have adopted switching-off policies between midnight and 6 am, or have switched off lights permanently, shows no relationship at the moment between reduced street lighting and increases in crime levels. That has been backed up by a number of police authorities, which have made statements to confirm that crime levels have not increased since councils adopted the policy of switching off lights between midnight and 6 am.

The Department is aware of work undertaken last year by Warwickshire county council, which contacted 30 local authorities to see whether there was any measurable impact on crime or road safety. The evidence is not conclusive, but from the monitoring undertaken by the county council and by these authorities so far, no significant increases in either crime levels or road accidents have been reported. There will be individual cases, and I offer my sympathy to the young gentleman who was knocked down, but nationally recognised research papers, including Home Office research, are similarly inconclusive on this point.

The Government would, of course, advise that any authority should work closely with the emergency services, community safety and other key partners when considering the street-lighting needs of local people. We also advise local authorities to monitor the impacts following implementation of any street-lighting changes and to ensure they have provision for reversing any of the changes, should the need arise.

So, in conclusion, remote monitoring, dimming, trimming and switching off of street lights can play an important part in reducing energy costs, light pollution and carbon emissions. That is clearly a matter for local authorities.

I listened carefully to what the hon. Gentleman said. He made a powerful case on behalf of his constituents, and I note the concerns that were expressed. I suggest that he should continue to raise them directly with the county council.

Question put and agreed to.

Speed Limits (Rural Lincolnshire)

Stephen Hammond Excerpts

Wednesday 9th January 2013 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

I thank my hon. and learned Friend the Member for Sleaford and North Hykeham (Stephen Phillips) for securing an important debate on speed limits, not only in Lincolnshire, but in rural areas more widely. My hon. Friend the Member for Hexham (Guy Opperman) made a contribution that reiterated that road safety in rural areas is a key priority for many hon. Members, and it is a top priority for the Government and for me. Clearly, road deaths and injuries are not just statistics; they are tragedies for all those affected. Behind the statistics are men, women and children. Much of the harm and cost is avoidable, and those things are not the inevitable consequence of road transport.

Britain is a world leader in road safety. Although we can be rightly proud of that fact, there can never be any room for complacency. As we set out in the strategic framework for road safety, the focus is on increasing the range of educational options for drivers who make genuine mistakes, while improving enforcement against the most dangerous and deliberate offenders.

It is well known that a byword of this Government is our belief in localism. Therefore I believe that, wherever possible, local authorities should have the freedom to make their own decisions about road safety, according to their own local needs, and to develop local solutions. In many cases, part of ensuring road safety must involve the speed limits set in those areas.

I thought it would be useful to state at the outset the Government’s position and thinking on the setting and enforcing of speed limits. As my hon. and learned Friend said, national speed limits are clearly not appropriate for all roads. Traffic authorities set local speed limits where local needs and conditions demand a speed limit lower than the national speed limit. Speed limits need to be suitable for local conditions, and I hope that many in the House would recognise that councils are best placed to determine what those limits are, based on local knowledge and the views of the community, and having regard to guidance issued by the Department, and to the law and enforcement methods available to them.

As part of our campaign to keep improving road safety, we have already given local authorities the power to introduce 20 mph speed limits and 20 mph zones on their roads if they believe it appropriate to do so. My hon. Friend the Member for Hexham made the point about 20 mph speed limits around schools, and it is exactly this power that we would hope local authorities would use. The Department provides local authorities with guidance on setting local speed limits, including 20 mph speed limits, and the conditions in which they should be set, in order to ensure that they are set appropriately and consistently, while allowing the flexibility to deal with local needs and conditions. It is also worth remembering that speed limits are only one part of rural safety management; the nature and layout of the road, and the mix of traffic also need to be considered. To achieve a change in motorists’ behaviour and compliance with the local limits, supporting physical measures are often required, as is local publicity.

On enforcement, it is of course for the police and local authorities to decide whether to use speed cameras, and how they wish to operate them. However, the Government do not believe that cameras should be used as the default solution in reducing accidents, and nor should they be used as a way of raising revenue. Local organisations and local authorities should seek ways other than just cameras to improve safety on their roads.

As we explained in our strategic framework for road safety, local communities can directly influence the use of their roads, as my hon. and learned Friend said his community has been doing, by various methods, one of which is the community road watch scheme, whereby local volunteers work with the police to monitor local roads. They can often provide valuable data and suggestions as to local road safety. However, it must be for traffic authorities to set speed limits that strike a sensible balance between the needs of all road users.

My hon. and learned Friend mentioned the 40 mph zones. The Department particularly wanted to consider appropriate areas—outside villages and in some areas of natural beauty—for using 40 mph zones. The Department wrote to the County Surveyors Society traffic and safety group in 2009 offering funding for local authorities to look at having 40 mph zones with the speed limit painted on the carriageway, so that some of the road safety benefits could be introduced without the ugliness of repeater signs on poles by the roadside. However, it is a disappointment that, to date, no local authorities have taken advantage of that opportunity. There are some 40 mph zones in rural areas, but I hope that others will consider the benefits of improved signage and road safety when taking advantage of the scheme.

I hope that I have already made it clear that road safety is a key priority for the Government and for me personally and we continue to take steps to improve the safety of our roads. None the less, if we consider the differential impact of road accidents on rural and urban roads, we can see that some two thirds of fatal traffic accidents happened on rural roads. The Department’s analysis of collision and casualty data shows that in Great Britain in 2011 rural roads accounted for 66% of all road deaths and 82% of car occupant deaths, but under 45% of the distance travelled. It is clear that although we have seen an overall reduction in road deaths and an improvement in the road safety statistics, rural roads have proportionately suffered a major impact.

My hon. and learned Friend referred to the particular issue in Lincolnshire and I was disappointed to hear that there had been yet another accident in only the last week. Since 2008, the number of people seriously injured on rural roads has increased, bucking the general trend. As my hon. and learned Friend articulated well, local residents in the village of Fulbeck wish to see a lower speed limit. He was right to highlight his correspondence with my predecessor, my hon. Friend the Member for Hemel Hempstead (Mike Penning), and I have read it through. It is clear that although the setting of local speed limits is primarily a matter for local authorities, and therefore an issue on which I am loth to and on which I would usually consider it inappropriate to intervene, I encourage local authorities to ensure that their speed limits are in line with the Department’s guidelines and are kept under review as circumstances change. The Government encourage local authorities to consider the introduction of more 20 mph limits and zones, particularly in built-up villages such as that described by my hon. and learned Friend. I look forward to discussing the issue with him when I visit his constituency later in the year.

My hon. and learned Friend referred to the Department’s guidelines to local authorities on speed limits. We have recently consulted on the revision and reissue of those guidelines on setting speed limits in urban and rural areas and we intend to publish the revised speed limit circular shortly. The guidelines should be used for setting all local speed limits on single and dual carriageway roads in urban and rural areas and aim to provide greater clarity to local authorities about where and how to set those limits. I hope they will find that helpful. The guidance should be the basis for assessing local speed limits and for developing route management strategies and the speed management strategies that can be used in local plans.

My hon. and learned Friend will be interested to note that the guidance will clearly show traffic authorities that they should keep their speed limits under review with changing circumstances and consider the introduction of more speed limits in urban areas, and primarily residential built-up village streets, to ensure greater safety for residents and users of the road. The Department would expect a 30 mph speed limit to be the norm in villages, but in many villages a 20 mph zone or limit might be more appropriate.

I note that in the correspondence between my hon. and learned Friend and my predecessor there was some dispute about what might or might not constitute a village or the middle of a village. The final decision on whether a settlement is a village for the purposes of setting a speed limit is a matter for local authorities, but my hon. and learned Friend will be interested to hear that we are offering guidance on what definition of a village should be used when a decision about appropriate speed limits is being made; it involves 20 or more houses on one or both sides of the road and a minimum length of 600 metres. If there are fewer than 20 houses we suggest that, when setting speed limits, traffic authorities should make special allowance for any other key buildings, such as a church, shop or school.

We are also developing a web-based tool, which will allow local authorities to assess the full costs and benefits of any proposed scheme and the speed limits most suitable for local conditions. We hope that all local authorities will take advantage of the scheme when reviewing their local speed limits.

As I have already stressed, the Government believe that wherever possible local authorities should have the freedom to make their own decisions so that they develop solutions most appropriate for their local needs. The Government do not intend to make our guidance on setting speed limits mandatory. However, we expect local authorities to use and follow the guidance in determining the circumstances for setting local speed limits. I hope that Lincolnshire county council, as it has suggested in correspondence to one of my hon. and learned Friend’s constituents, will use the guidance, keep speed limits under review and be able to access the new tool.

In closing, I should say that I will be delighted to accept my hon. and learned Friend’s kind invitation to both Fulbeck and West Willoughby; I understand that my officials and his office are already corresponding about a date for that. I look forward to seeing the problems that he has talked about tonight at first hand. I hope that representatives of Lincolnshire county council will have listened to his contribution and those of his constituents and that by the time I reach Fulbeck, the problem will have been solved.

Question put and agreed to.