Oral Answers to Questions

John Howell Excerpts

Thursday 2nd May 2019 Commons Chamber

[Ms Ghani]

Well, bus patronage differs up and down the country, as does the number of miles covered by buses. When local authorities have good partnerships with bus companies, the number of bus passengers across all age groups tends to be higher. It is fundamental to note that the one place where bus miles are going down is in Labour-led Wales.

[John Howell (Henley) (Con)]

Further to that point, does the Minister agree that we should congratulate Henley Town Council on its provision of a Saturday bus service, which is increasing bus journeys around the town, particularly for the vulnerable?

[Ms Ghani]

Once again, my hon. Friend is a true champion of his constituency, and he refers specifically to Henley Town Council. When a council has a good relationship and partnership with a bus operating company, decisions about where and how buses should run can be made close to home to ensure that services are run how passengers want. I want buses to be the most convenient, accessible and greenest form of transport across our country. This is not just about funding; it is about good relationships between local authorities and bus operating companies.

--- Later in debate ---

[Jesse Norman]

As the right hon. Gentleman will know, we take that matter very seriously. We are about to launch the charging infrastructure investment fund, which will see £200 million of public money matched by £200 million of private sector money. We expect a rapid roll-out to what is already one of the largest charging networks in Europe.

[John Howell (Henley) (Con)]

Will the Minister confirm that the Oxford-Milton Keynes-Cambridge expressway started life as a project under the coalition Government, with Liberal Democrats in the Department at the time? Does he agree that the best opportunity to mitigate its effects for local villages is for it to go west of Oxford?

[Jesse Norman]

I can certainly confirm that the project originated in the coalition Government, and it would be quite disingenuous of any political party that was part of it to seek to distance itself from that decision. Of course, I can make no statement whatever about the direction, since that is the subject of a continued process of consultation and review.

Oxford to Cambridge Expressway

John Howell Excerpts

Friday 11th January 2019 Commons Chamber

[John Howell (Henley) (Con)]

I hear what the hon. Lady is saying on this matter. I would like to pay some tribute to the Liberal Democrats, because this project started life in 2015 in a Department for Transport paper that was signed off by Baroness Kramer and Norman Baker, as well as Conservative Ministers. But does she accept the point of view of the Labour council in Oxford that this is a way of reducing the traffic that goes round Oxford?

[Layla Moran]

I am grateful for the hon. Gentleman’s intervention. I will deal with that point later, but no, I do not.

If the expressway is routed round the north of Oxford, there is likely to be a negative effect on the already heavily congested road network around Kidlington, Yarnton and Begbroke. Some investment is already planned to try to improve congestion on the A40, as was mentioned earlier this week, but probably not enough to cope with the existing problem, let alone the additional housing developments already planned. As far as I am aware, the potential impact of the expressway has not yet been looked at in relation to that.

The route will also run close to several important ecological sites. My constituent Judy, who lives in Kidlington and is an ecological consultant and wildlife expert, says:

“I have studied and loved the wildlife areas in the path of the Expressway, especially Cothill Fen, Wytham Woods and Oxford Meadows for many years. All these wildlife areas of national and international importance are potentially at risk of damage from the Expressway. Either by direct damage”—

which is obvious—

“or by damaging effects of air pollution from increased traffic or things like hydrology change, noise or light pollution. These areas are our irreplaceable natural heritage and need to be preserved intact for future generations.”

It is worth noting that Wytham Woods is one of the most studied woodland areas in the world.

If the expressway utilises the A34 west of Oxford, that is likely to lead to homes being demolished, a worsening of the already poor air quality around Botley, and impact on the Commonwealth war graves that are close to local schools—the Minister knows that well, because we had a walkabout and he saw it for himself. The expressway will also—indeed, it already does—impact on house prices. While shopping at the butchers recently, I met a gentleman who was concerned that the spectre of the expressway was having a negative effect on his ability to sell his house, and he desperately wanted to move. In our meeting, the Minister and Highways England seemed sympathetic to those arguments, not least because demolishing so many houses in an area that needs more houses, not fewer, seems nonsensical, and would be extremely expensive.

Taxi and Private Hire Licensing

John Howell Excerpts

Tuesday 13th November 2018 Westminster Hall

[Daniel Zeichner]

I am grateful to my hon. Friend. It is so valuable to hear the different stories from around the country. Some years ago, I visited Coventry and talked to some of the taxi drivers represented by Unite about exactly some of the issues he raises. However, although the issues and problems are similar, they are not the same everywhere and will not require exactly the same solutions. That is the conundrum we face. Nevertheless, I pay tribute to the report, because issues such as the ones he mentioned—a complex mix, especially in relation to rewards and employment protection for drivers, which I will come on to—are part of the package.

[John Howell (Henley) (Con)]

The hon. Gentleman is being very kind in giving way. There is a lot in the report about the influence of new technology on how the taxi fleet should operate. He might be coming on to this, but what impact does he think new technology will have on the taxi industry?

[Daniel Zeichner]

I am grateful to the hon. Gentleman for mentioning that. I fear that were I to divert into a disquisition on the impact of new technology it would be very lengthy. I will say only that it has clearly had a huge impact over recent years and that, as so often with new technology, the impact is mixed. The new app-based technologies have, without doubt, not only created great opportunities for some but led to difficult working conditions for others. Some people, for example, question where some of the operators pay their taxes—no pun intended—and so on. A whole range of issues have come up, and the challenge for legislators and this place is to make some attempt to keep up. That, I am afraid, is one of my criticisms of the Government. As the years have passed, the legislative void has opened more and more problems, leaving local authorities and enforcement officers with considerable problems. We have seen people out there in the real world respond quite quickly to technological change whereas, quite frankly, we seem to struggle to set the right frameworks.

Going back to the report, one of its strengths is that in a relatively short document of 30 or 35 pages it has managed, in language that most of us—and probably the wider world—can understand, to summarise a range of issues in a readily understandable way, including sections on working practices and changes in technology. I suspect that if a Committee were to take it forward, or legislation was necessary, it would probably end up being a much longer document, as the Law Commission document of some years ago was. It is, however, welcome that we have a comprehensible and comprehensive account that deals with a number of the issues. One of the key recommendations is national minimum standards, and—this is the key point, in recommendation 2—we could build on them.

My Bill looked at the other side of the coin, which is enforcement. Anyone who goes out with taxi or private hire drivers, or with enforcement teams, will pretty quickly realise that the situation is very complicated and, indeed, it is made much more so by the examples that we have referred to—drivers might be licensed somewhere else, and enforcement officers can apply rules only in their own area. To put it simply, the system is clearly not working. My Bill would have made it possible for local enforcement officers to enforce in their area against drivers from another area plying their trade. I am pleased that recommendation 9 in the report makes a similar proposal.

My Bill also suggested a national database. In the existing situation, sadly—we have seen some notorious incidents—someone can lose their licence in one area but still apply to a different authority for another. Because a local authority has no way of knowing about any previous record, it can issue another licence to a driver who, because people work out of area, can be back on the same streets where the local authority had tried to protect the public against them, sometimes within a matter of weeks. The intention of my Bill was therefore to create a national database; local authorities would record their refusals, revocations and suspensions, and any authority issuing a new licence could check that database.

That might sound like a complicated process but, through the work of the Local Government Association, such a database has been established—not at a huge cost; at a fairly minor one—and it is run by the National Anti-Fraud Network. The problem at the moment, however, is that it is voluntary, which probably means that, as so often is the case, all the people who comply and do the right things take part, whereas the ones whom we seek to catch out, or to check up on, might not. One of the recommendations in the report is that that should become mandatory.

I was extremely grateful to the Government and the Minister for supporting my Bill, and it was worked up very effectively. Sadly, as sometimes happens to a private Member’s Bill, it fell foul of one or two individuals, which is a great shame, because we might well see incidents over the next few months or years that could have been prevented had the legislation gone through with all-party support. But we are where we are and importantly, the recommendation is in this report. The question is whether the Minister can find a way of taking it forward.

Of the 34 recommendations, many of which I think we would all agree with, I would like to comment on one or two. We have already talked about the national minimum standards. The report retains the two-tier approach to private hire vehicle and taxi licensing that sometimes has been questioned. The cross-border issue, which has already been referred to, has been one of the most controversial in recent times. It is directly affected by new technologies that make the place-based legislation that we inherited and have been using for a long time seem woefully out of date. One of the strengths of the report is that the chairman was good enough to allow members of the committee to put their comments in the appendices at the end, so we can see the differing views.

The report comes down on the side of a recommendation that was also made by the all-party group last year—that journeys should start or end in the area in which the vehicle operator and driver are licensed. There are some downsides to that; in some places that could make life a little more difficult and complicated, but on balance it seems to be the right way to go. I am sure that others wish to comment on that. Some say to me that implementing that could create great difficulties, including unnecessary driving to and from destinations; potential damage; problems for chauffeur services, particularly to airports—that is a very extensive trade, although most of us hope it may be diminished to try to improve our air quality and surface access to airports. It does not seem to be beyond the bounds of possibility to find a way through those difficulties. A close reading of some of the comments in the appendices shows perhaps a growing consensus that that basis could be achieved without necessarily causing the complete set of problems that is claimed.

The other controversial proposal, recommendation 8, is a cap on private hire vehicle numbers. Those who have followed these debates for many years will know that there was an extensive period of discussion about whether there should be a cap on hackney carriages. My city is one that has been through both, and the cap has been widely considered to be for the best for everyone. The evidence in the report from Helen Chapman on behalf of Transport for London puts it very well, and my hon. Friend the Member for Easington (Grahame Morris), who is no longer in his place, made reference to it, following our visit to Bristol yesterday. The congestion levels in our cities are partly attributable to the significant rise in private hire vehicles, and to other issues as well. To tackle the air quality issues, local authorities need the opportunity to consider a cap. There is not a blanket suggestion that numbers will be capped everywhere; there would have to be a public interest test and it would have to be part of a wider strategy. It seems that that, too, is the way forward.

My final general comments are on workers’ rights. The report rightly says that there are bigger, wider issues that go beyond the taxi and private hire industry. Obviously, there are proposals from the Taylor review. This is a controversial and contested area, and I certainly would not suggest that the issues are simple. I fear there is growing evidence that some of the rates for drivers, even using the new technologies, are being forced downwards. There is not exactly an equal balance of power for potentially vulnerable workers.

Action should be taken; I want stronger support for drivers. The suggestions made in the report are driven by passenger safety, which is very important, but it has been pointed out to me by people who work in the industry—Unite, Steve McNamara and others from the LTDA—that some of them have been tried before. Having a tachograph in a cab is different from having it in a lorry or a bus—there is much more waiting time in a cab. We will have to find other ways of dealing with that issue, rather than those suggested in the report. I agree with Steve McNamara that if drivers were better recompensed and wages were not being driven so low, there would be less incentive to work long hours. We need evidence—that may require more work—to know exactly where long hours are leading to safety issues. In the end, the overriding issue has to be safety.

I return to where I began. In the introduction I quoted, the chairman clearly says that there must not be further delay and prevarication. He says:

“Undue delay would risk public safety.”

That is a strong message. There have been too many years of delay. This is a hugely important industry for many people, especially in areas where public transport can no longer provide the kind of 24-hour service that people need to get to work and to go about their business. It is a fantastic industry, with a proud tradition and an important future. The problem is that a few people sometimes abuse the licensing system and create some of the awful incidents that there have been in some parts of the country.

We owe it to the industry, to the people working hard in it and to passengers to ensure they are safe. In this report we have an opportunity to move swiftly to implement a range of things that are not contentious and to take some decisions—as Governments ought to do—on some of the things that may be more contentious. There would be widespread support for a Government who implemented this report pretty well in full. That would make our country safer and the industry much more secure, and would offer it a vibrant future.

Road Restructuring: Oxfordshire

John Howell Excerpts

Wednesday 18th July 2018 Commons Chamber

[Robert Courts]

My hon. Friend makes a superb point. I have mentioned the concerns raised when I knock on people’s doors, and people express that frustration that potholes come back a few months after being repaired. They just wish it was done properly so that did not happen. The problem is particularly acute around street works, metalwork and so on. The Government are consulting on moves to try to remove metalwork from the roads and to put it on verges and footpaths, where it is safe to do so, as a way of making sure that the phenomenon my hon. Friend rightly mentions is ameliorated. We have to find a way to ensure that repairs remain sound not for a few weeks or months but for years to come.

[John Howell (Henley) (Con)]

Oxfordshire County Council has been given close to £20 million to solve this problem. Why does my hon. Friend think we are seeing no great improvement, despite the advent of dragon patchers? When the council has that money, why does it not try to fix the problem?

[Robert Courts]

My hon. Friend makes an excellent point, and the Government have certainly been giving more money to local authorities, which are responsible for repairing the roads—I am sure the Minister will refer to that. I have provided some details of the scale of the problem, which perhaps has a great deal to do with it. We have a very rural area, and it is very adversely affected by weather.

One point that I have not yet covered, which relates to that raised by my hon. Friend the Member for Cheltenham (Alex Chalk), is the impact of development and of very heavy lorries. When a housing estate is built, heavy materials such as breeze blocks, girders, bricks and wood have to be brought in on small, narrow roads. There is a lot of development going on in Oxfordshire, which is a growing and economically busy area. That really adds to the scale of the challenge. The bigger the roads, the bigger the trucks and the greater the damage.

I briefly mentioned the challenge caused by the winter. The snow in December 2017 and further freezes in January and March 2018 have damaged an already fragile network, and it is worth noting that Oxfordshire has a lower proportion of roads assessed as good than the national average, but it also has a lower than average proportion of roads assessed as poor. Although Oxfordshire has a higher than average proportion of roads assessed as fair, fair means five to 15 years of life remaining. That is not a catastrophic state of affairs, but clearly it is an issue that requires a long-term solution.

I am grateful to my hon. Friend the Member for Henley (John Howell) for mentioning the work of Oxfordshire County Council. Of course we would like the council to do more, but I would also like us to recognise the work it has been doing, particularly in recent weeks and months, while drawing the House’s attention to the requirement for further works.

Oxfordshire County Council has 18 crews working on roads in the county, and I understand that is the largest number of crews it has ever used. In the summer it usually has only six crews, so the council is very much aware of the scale of the problem and is working hard to make changes

As my hon. Friend rightly said, Oxfordshire owns two dragon patching machines and shares a third with the highway authority. The machines, which are somewhat dramatically named, use hot tarmac to melt and mend potholes. Rather than just filling the potholes, which means the filler often comes out again, the dragon patchers melt and rework the surface, which is more efficient and lasts longer. Of course, it is much cheaper, too—costing about £22 per defect, compared with £80 per defect using the normal cut-and-fill method. That will help, but it only really helps in rural areas because the surrounding tarmac is melted in the process. That rural area is assisted by dragon patchers. Small crews are able to travel across the county to fix holes more quickly and cheaply and to handle traffic management at the same time. All these steps mean that the council has fixed more than 28,000 defects, of which about 23,000 were potholes, since January 2018. We are talking about potholes, drains and damaged signs.

Airports National Policy Statement

John Howell Excerpts

Tuesday 5th June 2018 Commons Chamber

[Chris Grayling]

We have carefully considered issues such as noise, air quality and climate change, which was why we commissioned the Airports Commission to do its detailed work, and why we have updated that work so that the House has all the information it needs. Of course, the other thing we have to take into account is the potential for our economy, which is why I am grateful—perhaps unusually—to the Unite trade union and Len McCluskey, whom the hon. Lady knows well, who this morning again expressed his support for the project.

[John Howell (Henley) (Con)]

The airspace review is a crucial part of the success of this project. Together they can help to limit stacking, so will the Secretary of State say something about how these reviews dovetail?

[Chris Grayling]

The CAA and NATS have already started work on airspace changes and the consultation on them. This is vital because it can have two big effects. First, it makes the future management of our airspace possible. At the moment, airspace is extremely congested, with conflicts between airports, and we need to modernise and to use new technology. Secondly, it enables a change to the management of aircraft as they come into the UK’s airspace in a way that can substantially affect stacking, which is also a huge benefit. The proposal of the third runway does not change the need for reform; it simply adapts that reform to fit the more detailed design as it emerges.

Potholes and Road Maintenance

John Howell Excerpts

Tuesday 5th June 2018 Westminster Hall

[Yasmin Qureshi]

That is absolutely correct; I cannot disagree with that.

Damaged roads are also a serious concern for the elderly and for children. Some roads in my constituency of Bolton South East are particularly problematic. The potholes in Westland Avenue are so big that when it rains, the rainwater stays. That has caused damage to people’s homes. At least four families have had to be taken away from their homes to be rehoused elsewhere, and two other families are living in the upstairs part of their home.

[John Howell (Henley) (Con)]

I thank the hon. Lady for giving way; she is being very generous. I just want to pick her up on a couple of points. We are spending about £23 billion a year on fixing potholes and roads. The amount that was given in the last Budget to my own county to fix the roads was close to £20 million. We must put pressure on local councils to do the job properly.

[Yasmin Qureshi]

I will come on to the blaming of local councils, but first I will finish talking about roads in my constituency.

Bridgewater Street has Maxton House, a supported home for the elderly and people with dementia, on it. Over a number of months, there have been six accidents alone on that particular road. Again, the work has not been done. A recent RAC survey found that the condition and maintenance of local roads was the second-ranked motoring issue in an extensive list that also included safety, cost and mobility concerns.

Local authorities have paid more than £70 million in pothole compensation since 2013. That amounts to unnecessary wastage of more than 25% of the £250 million the Government announced in its 2013 pothole action fund. Collectively, the AA calculates that potholes are costing drivers and insurers £1 million every month. That situation is not normal or acceptable. It is a result of a perverse funding system, as was highlighted by a respondent to the House of Commons Facebook page. Discussing today’s debate, Rob commented:

“England’s roads are just one big pothole; the councils have neglected them through lack of cash”.

That is the important point: it is about a lack of cash. My local authority has had its budget slashed by 54% in the last eight years. Since it has to satisfy its legal obligations, such as looking after the elderly, the young and the vulnerable, there is no money left. I do not know where hon. Members expect it to find the money. I know there is a magic money tree for the Democratic Unionist party, but there is not one in Bolton for the roads.

--- Later in debate ---

[Jesse Norman]

I certainly think that is true. I do not know whether it is a waste of money; it is perfectly proper to spend that money on people who have claims, but it would be nice if those claims were as low as possible, and improvements to the local road network can ameliorate that. The point is that the formula is in place and is a fair and equitable way of allocating funding.

I note that the Department has given about £6 million to Bolton through the Greater Manchester Combined Authority. The hon. Member for Bolton South East is concerned about the wellbeing of her own constituents, but the GMCA covers a very wealthy part of the country.

[John Howell]

Will the Minister give way?

[Jesse Norman]

I will, but I am very short of time and I have a lot of material to cover. In fact, I will not give way—I am going to crack on.

I have touched on the potholes review; let me talk very briefly about a few other things. Members mentioned the effect of poor road reinstatements by utility companies, and they are absolutely right to do so. There are powers to deal with such issues, and we are currently reviewing and updating the rules, known as the specification for the reinstatement of openings in highways, to ensure that the most innovative new techniques are adopted and that reinstatements are treated properly so that disruption is minimised wherever possible.

Hon. Members will be aware of something called lane rental, which we have pioneered in London and Kent. It is applied to the most congested 5% of the network and requires funds to be spent on ways of reducing congestion caused by street works, and not on general road maintenance. We have announced that that scheme will be used more widely over the next year or two. We will issue bidding guidance later this year for local authorities that want to take advantage of it.

The new street manager scheme, which we have set up, is a piece of software linked to a digital service that allows local authorities and other registered bodies to put in accurate and up-to-date data on live and planned works. It should enable utilities works to be better co-ordinated to put less pressure on roads. It is a very important long-term scheme.

Local authorities can choose whether to have permit schemes, which are a very effective way of planning and co-ordinating works to reduce the impact on congestion and on the roads. About 65% of local authorities have them. We are about to publish an evaluation of permit schemes, which shows that they are superior to the passive notices schemes used by the other 35% of authorities.

In the minute and a half I have left, let me touch on new technology. There are plenty of ways in which new technology can make a difference in this area. We are pioneering pothole spotting, using new technologies in partnership with the councils in Thurrock, York and Wiltshire. It involves high-definition cameras attached to vehicles to gather rich data about the highways and assess levels of road deterioration. That project, which has already won a national award, has enormous potential.

We are starting to work even more closely with the sector and key stakeholders, including the Highways Term Maintenance Association, the Association of Directors of Environment, Economy, Planning and Transport, the RAC Foundation, which has been mentioned, local highway authorities, contractors, consultants, academia and others to try to improve the work we do and to ensure “right first time” maintenance and higher quality road surfaces.

We all acknowledge the importance of this issue. I hope colleagues will understand my level of engagement as a Minister with this question and that of some of my officials. I have outlined my interest in having a longer-term, more strategic approach that covers urban and rural roads. I hope that the hon. Member for Bolton South East shares my optimism as we continue to work with local highway authorities on a wide range of initiatives, including the ones I have described, to improve our local road network.

Question put and agreed to.

Electric Vehicles and Bicycles

John Howell Excerpts

Wednesday 9th May 2018 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

I will certainly do that, Mr McCabe—you have my word. I congratulate the hon. Member for South West Bedfordshire (Andrew Selous) on bringing forward this debate. I know this subject is a passion of his. I do not know very much about electric bikes—unlike the hon. Member for Batley and Spen (Tracy Brabin), obviously—so I will speak about electric vehicles.

I am going to show my age by saying that I am a “Doctor Who” fan. That takes me back a long time. Some people in the Chamber will know what that means; others will say, “What’s he talking about?” Years ago, we always wondered whether the electric cars and all the other things in “Doctor Who” would ever happen. Well, they have; they may have been a wee bit beyond our dreams back in the ’60s and the early ’70s, but that is a fact.

We must learn to rely less on petrol and diesel, and look to environmentally friendly methods of transport. We encourage people to use public transport and to car-pool. Condensing five vehicles heading from Newtownards to Belfast into one, or getting 50 cars off the road through vibrant, frequent and reliable public transport, would certainly be the most effective way of reducing carbon dioxide emissions.

[John Howell (Henley) (Con)]

Is the hon. Gentleman aware that Nissan has already said that we are not being ambitious enough, that we will be overtaken by the provision of things such as electric charging points, and that electric vehicles will be here sooner rather than later?

[Jim Shannon]

I heard Nissan say that, so I understand exactly what the hon. Gentleman refers to.

The Library briefing for the debate states:

“Though concerns have been raised about the extra demand EVs will add to the electricity grid, the system operator National Grid have said many predictions are exaggerated.”

We need some reality in this debate, and I hope that we can get it. The briefing continues:

“EVs have lower emissions of greenhouse gases and air pollutants over their lifetime compared with conventional vehicles. Although EVs generally have higher manufacturing emissions than conventional vehicles, they have lower emissions from use, meaning that generally they have lower emissions than the equivalent conventional fuel vehicles.”

EVs are not a perfect solution, but they certainly are better than what we have. We should look towards them and—I say this gently—perhaps be a wee bit more positive about what we put forward.

UK Flight Ban: Sharm El Sheikh

John Howell Excerpts

Wednesday 13th December 2017 Commons Chamber

[Mr Jonathan Lord (Woking) (Con)]

I would like to thank Mr Speaker for granting this important debate. I take a particular interest in the matter as a co-chairman of the all-party parliamentary group on Egypt. It is a privilege to serve alongside some excellent officers and the right hon. Member for East Ham (Stephen Timms), the other co-chairman.

In November 2015, the then Prime Minister, David Cameron, took the decision to put at ban on UK flights direct to Sharm El Sheikh airport following the terrible loss of a Russian plane on 30 October that year. He declared that the UK would work with the Egyptian Government and aviation authorities to ensure that Sharm El Sheikh airport was safe before relaxing the ban. Following an inspection from the UK’s Department for Transport, a 25-point plan was drawn up to ensure the safety of the airport. The Government of Egypt and the hotel industry in Sharm El Sheikh has invested around £20 million to implement all 25 points listed. The Foreign and Commonwealth Office has also issued official guidance that identifies the resort as in the green category, which means it is a very low-risk area. Yet despite the assurances from the Department for Transport and our Foreign Office, and with the UK’s 25-point plan now fully implemented, Sharm El Sheikh airport remains closed to UK flights.

[John Howell (Henley) (Con)]

Does it not come as a great surprise to my hon. Friend that the ban on flights to Tunisia, which is immediately opposite ISIL- infested beaches in Libya, was lifted, whereas the Sharm el Sheikh ban has not been lifted, although it was British expertise that helped to restore that airport to its current excellent status?

[Mr Lord]

I agree with my hon. Friend. When the all-party parliamentary group on Egypt, of which the right hon. Member for East Ham and I are co-chairmen, visited the country recently, it was instructive to note that virtually everyone we met was aware of the continuing UK ban. Parliamentarians, Ministers and business people obviously knew that the UK was now encouraging tourism back to Tunisia, and they took it as a bit of an affront that we were not helping Egypt in a similar way. Given that the UK’s 25-point plan has been fully implemented, they find it very disappointing that Sharm El Sheikh airport remains closed to UK flights. The UK is now unique in being the only European country to operate such a ban: every other country in the EU allows flights to Sharm El Sheikh. The ban has had a significant economic impact on the resort’s tourist economy, which is highly reliant on the UK tourism trade. Hotels are operating at only 35% of capacity.

I understand that security experts in the UK and Egypt now agree that Sharm El Sheikh has one of the world’s most secure airports. In 2016, after three trips to the town, Sir Gerald Howarth, then an MP and chairman of the APPG, told UK travel companies that representatives of the Department for Transport had told him that they felt that the conditions to enable flights to resume had been met. To meet those conditions, Egypt has spent more than £20 million on improving security at the airport, replaced outdated equipment, trained 7,000 staff using the UK aviation security firm Restrata, run rigorous background checks on current staff, laid off more than 40% of the original staff and introduced a new biometric ID system for all airport employees. The Egyptian authorities have also invested £26 million in security at tourist hotspots and hotels across the nation.

Bus Services Bill [Lords]

John Howell Excerpts

3rd reading: House of Commons & Report stage: House of Commons
Monday 27th March 2017 Commons Chamber

[Mrs Miller]

The hon. Lady makes an interesting point about the difference in the way trains and buses are treated. I do not necessarily agree that there is a need for the national strategy to ensure parity, but she makes an important point. There should not be undue differences in how we treat bus operators and train operators, in particular on disability issues. I will take that point one stage further before I finish.

When the Bill was discussed in the other place, my noble Friend Baroness Campbell said that there is a need for an accessibility policy with teeth to ensure that it is effective. As the hon. Lady said, there is a real contrast between how the Government treat buses and trains in respect of disability access and the conditions for licences for those who operate these important public services. It is a condition of a train operator’s licence that they comply with disabled people’s protections policy and state how they will protect the interests of disabled customers. That is enforceable by the regulator, with fines associated with lack of compliance. Why, therefore, is that not the case for bus operators? Perhaps in the absence of a national strategy, a condition could be put in place to ensure that such provisions exist for bus operators. Buses are an important way for disabled passengers to get to work and to social engagements, and to be a part of the community. Such provisions for bus operators would ensure parity between train operators and bus operators in how they support disabled people.

[John Howell (Henley) (Con)]

My right hon. Friend makes an interesting distinction between buses and trains. Surely the point is that there are policy initiatives the Government could take, for example on access for disabled people, but that does not mean that a national strategy will take away from the requirements of a local strategy, which is what the buses are based on.

Car Insurance: Young People

John Howell Excerpts

Monday 20th March 2017 Westminster Hall

[Steve Double (St Austell and Newquay) (Con)]

I beg to move,

That this House has considered e-petition 166847 relating to the cost of car insurance for young people.

As always, it is a pleasure to serve under your chairmanship, Sir Roger. I start by thanking Rhys Parker, the young man who started this petition, and the many thousands of people who have since signed it. It concerns the high cost of car insurance premiums for young drivers. The cost of car insurance for young people has in recent years risen to very high levels—so much so, that it can have the effect of leaving those unable to afford initial insurance premiums hampered or even excluded from owning and driving a car. That in turn excludes them from many aspects of life, including work and education opportunities. For instance, one in five jobs advertised requires a driving licence and 63% of people need a car to get to work.

I have had the honour of seeing my two sons learn to drive. Both passed within a few months of turning 17, as did I, although that was some time ago. In fact, I realised today that it is almost 33 years to the very week since I passed my driving test. I understand that obtaining a driving licence is very much a rite of passage for many young people today, and I suspect it always will be. It is a further key step along the way for young people’s growing independence. It is part of growing up and making their way in the world. That is particularly true in rural areas, such as my constituency of St Austell and Newquay. I fear that high premiums can be a contributory factor to the drain of the young from our rural areas, where a licence to drive and access to a car are vital to getting around, due to the lack of public transport.

The challenge with the huge cost of insurance for young drivers is complex, and there are no quick and easy solutions. All the many considerations should be carefully reviewed, not only to reduce premiums, but to reduce the toll of death and injury among too many of our novice drivers. The focus of this debate should not just be on the high premiums charged, nor should it be an attempt to introduce a capped pricing system; rather, we should focus on dealing with the reasons why policies cost so much.

[John Howell (Henley) (Con)]

My hon. Friend is making some excellent points. I got around being a young driver by not getting my driving licence until I was much older—I managed to beat him on that. I wonder whether his approach of dealing with the causes of this issue will overcome that difficulty and tension between the risks and the accidents that occur in this age group and the premiums that are naturally charged.

--- Later in debate ---

[Mrs Anne Main (St Albans) (Con)]

It is a pleasure to serve under your chairmanship, Sir Roger, in this important debate. While I disagree with capping fees, it is immensely important that we look at how the insurance industry treats our young drivers, because as I said when I intervened on my hon. Friend the Member for Bexhill and Battle (Huw Merriman), it is not treating them fairly. A lot of things have come into play since the gender directive. We all remember the adverts with pink ladies and all the rest of it, where young ladies and women could get car insurance that reflected the risks they were likely to encounter, and surely that is what insurance should be about.

As the hon. Member for Berwickshire, Roxburgh and Selkirk (Calum Kerr) said, we have all been young drivers. We were all pretty young and stupid then, and we learnt to drive as we went along. I am certain that every single one of us had a few near-misses or skirmishes with gate posts—there were none of the reversing sensors that we may have now. As the hon. Member for Liverpool, Riverside (Mrs Ellman) said, this has been going on for a very long time. There is nothing new in young people being more likely to make mistakes and slip-ups.

May I say that I have the best and most beautiful constituency? But I think I also have the worst roads. Previously, roads certainly did not have the craters—they are not potholes—we have in Hertfordshire and many other parts of the country. Road maintenance must be part of this. Road markings are often poor or obliterated, lighting is often poor and vegetation is often not cut back. That is all part of the picture for young and inexperienced drivers. If a road hazard sign has been defaced or is not visible because of vegetation, that is no help to a young, inexperienced driver.

Insurance companies are getting away with murder. We have not mentioned the fact that there are criminals who ram the back of cars—and who better to target than a young person in a scruffy old car? There are people who cry wolf about injuries that they certainly did not experience. All that has been factored in and spread across premiums. All of us have been in the position where our driving was a little rockier than it might have been. Perhaps now we should accept that insurance should spread across the whole age group, and that is where I find sympathy with the direction of the petition.

I am worried that this is a social mobility issue as much as anything else. In constituencies such as mine, where the average house price is more than £550,000 and where £1,200 does not rent an awful lot of property, young people who want to leave home or get jobs are priced further out. The golden rule is: the nearer the train station—which has wonderful links to London—the more expensive the rental. As a result, if young people—this is up to age 25—leave home, perhaps when they are in relationships, they are forced further and further away. The majority of my economically active constituents will go to London; there is a huge amount of churn in my constituency. People who are less economically advantaged commute in from areas where rents are less expensive, to do some of the key jobs of such constituencies, on a lower pay grade. So there is the perverse situation where people with less in their pocket, who live in areas where car theft is potentially more likely, are penalised for coming to do care work or other essential jobs in my constituency, because they have to drive in from further away. The whole picture needs to be taken into account by the insurance industry.

It seems unfair that, because of the high rents in areas such as mine, young drivers who have to rent in a less salubrious place than they might like—I am sure we all want to live in a nice area—should then have that weighted in their car insurance, because of the actions of those who come into that area and decide to deface, take or wreck their car, or use it for a criminal purpose. I do not believe that the insurance companies play a fair game. That is why the drift of the petition is extremely important.

[John Howell]

My hon. Friend is making an excellent point, but is she worried, as I am, that where people live is not the only factor in the situation? The additional premiums force young people to buy older cars, and if they do that, they are generally buying cars that are less safe.

[Mrs Main]

My hon. Friend makes a pertinent point, but for many young people the price of the car is the least of their worries. A fairly reasonable little runaround can be had for less than £1,000, which is about 50% of the cost of insuring the thing. They buy older cars because they have to, but unfortunately those may not have all the gizmos that make them safer or easier to drive, such as the reverse parking sensors that I mentioned. Those are beyond the wildest dreams of many young people, without—this is the thrust of my comments—the bank of mum and dad. I am a bank of mum and dad, as I am sure are many of the right hon. and hon. Members taking part in the debate.

My son is 21—and probably will not thank me for mentioning him in the debate. We bought him his car and paid the insurance premiums. We helped him with petrol when he was 18 and studying for his A-levels, because I did not want him to worry about whether he could pay for his car, and I wanted him to get to places safely. I have four children, who are all grown up now, but, particularly in the case of my daughters, I did not want them to be at the mercy of a bus that might not turn up if they had been to entertainment away from where we live.

Many a parent has such a dilemma. Often, perversely, the safest way for young people to get home at night is to drive. Buses often do not run into the rural areas, of which there are some in my constituency. Let us be reasonable: if young people are out, at 20, a 10 o’clock curfew is not going to happen, is it? That is what makes me say that insurance premiums should be spread between all of us. Parents want our young people to get home. We want people to be able to rent a property or a room further out. To bring the argument back to my 21-year-old son, he has gone on to a higher level apprenticeship, and he could not have got access to it, up in Macclesfield, if he could not drive. It is vital—otherwise, many people would not be able to take up opportunities such as apprenticeships or other work that they wanted to do. Mention has been made of carers working in rural environments; such opportunities are not open to young people if premiums are so high.

Eighty-six per cent. of St Albans residents have access to a car or van, which is above the county average, and 89% of residents aged over 17 have a full driving licence. The roads in my area are incredibly congested. Therefore, not only is there competition to get to the jobs and to live in areas that people can afford but they are dicing with the M25 and the M1, some of the biggest and most difficult stretches of motorway in the country. Some of the comments that have been made in the debate about expanding people’s driving experience are hugely important.

I am concerned that, as with many aspects of life, if someone’s parents can afford it, they will be able to afford to be mobile and live somewhere affordable. The children of those parents will have opportunities that other young people do not have. Perversely, although in areas such as mine there is a deficit of blue-collar workers —there is no trouble in finding a job in St Albans, which has almost zero unemployment if a young person wants to work in such industries as caring or hospitality—people in those jobs probably do not live in St Albans. The point I am making is for young people everywhere, because not everyone has access to the bank of mum and dad.

This a question of whether we are truly interested in equality—in this case, equality of opportunity. The insurance companies are having a merry game of it. I know that this debate is about young people and not elderly people, but, believe me, there are a lot of bashed up cars in Waitrose car parks as a result of people suddenly taking on the delights of an automatic car, because they are rather elderly and their hip or knee does not want to press a clutch any more. I can say that because my eldest son works in Waitrose, and it is amazing how often it happens. I am sure that many people will have seen similar things. The elderly are driving for far longer than they would have years ago. They, too, are forced into it by a lack of bus services and so on, but in many cases people who go over to an automatic car have problems with the premiums.

We accept that there are times in our lives when a bump and a dink are more likely to happen. I would like a more pragmatic approach from the insurance companies. They need to be more accountable and to justify the way premiums work. It is disgraceful to just accept a set of statistics that says, “If a person is a young driver, they’re more likely to have an accident; therefore, we’ll just price certain young people out of being mobile.” I would not want to think that young people can be in the privileged position of being free to go where they want only if they happen to have a bank of mum and dad. We should all be concerned about that, because there will be huge parts of the country where young people will probably drive without insurance, and that is the worst possible thing for everybody.