Draft Merchant Shipping (Safety Standards for Passenger Ships on Domestic Voyages) (Miscellaneous Amendments) Regulations 2022
Lucy Frazer Excerpts(1 year, 6 months ago)
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The Minister of State, Department for Transport (Lucy Frazer)
I beg to move,
That the Committee has considered the draft Merchant Shipping (Safety Standards for Passenger Ships on Domestic Voyages) (Miscellaneous Amendments) Regulations 2022.
It is an honour to serve under your chairmanship, Ms McVey. The purpose of these regulations is to raise the safety standards of older passenger ships such that they are consistent with the safety standards with which modern ships must comply. The regulations are made under sections 85 and 86 of the Merchant Shipping Act 1995. The draft regulations were laid before the house on 11 July.
The regulations are the last of several measures that Governments have introduced over a prolonged period following the Marchioness tragedy in 1989, when 51 lives were lost—a figure that could so easily have been higher. Since that disaster, we have seen published Lord Justice Clarke’s Thames safety inquiry into that incident, a marine accident investigation branch report on the same, and a more general, formal safety assessment study into domestic passenger ship safety. All of them have driven measures to improve safety. The recommendations covered a wide variety of situations, and although not seeking to address a carbon-copy Marchioness-type scenario, they have driven a number of safety improvements between then and now, culminating in the regulations before us today, which will give older ships a similar chance of survival as a newer ship in an incident.
Early safety developments following the Marchioness covered the categorisation of inland and inshore waters according to risk, the creation of a boatmaster’s licence, and qualifications and higher bridge visibility standards to make navigation safer. The Government have under- taken extensive—for maritime, almost unprecedented—engagement on the regulations. In addition to being developed within the main Government industry safety group, the Maritime and Coastguard Agency has conducted two public consultations and five interactive workshops on them with industry, and discussed them in other meetings with industry generally over several years. There has also been engagement in both Houses.
Although there is still a vocal minority associated with older vessel operators that have concerns about the regulations, I am grateful to the Port of London authority, which has been extremely supportive of the measures and considers them to be a vital step to minimise the risk of tragedy on the Thames. That engagement has been important, despite the inevitable additional delays that have arisen because of it. Every person, whether native or tourist, using passenger transport in the UK has a right to expect—and does expect—that whichever vehicle they choose to carry them meets consistent safety standards fit for the 21st century.
With these regulations, the Government have continued a proportionate approach by applying the more demanding aspects of the standards only to ships operating in the more hazardous waters. The regulations uplift the lifejacket carriage requirements and life raft capacity for ships operating in all but the safest waters. The assumption of passengers is that there are enough lifejackets for everyone onboard and enough space in life rafts for all, but that is currently not the case in many older vessels.
While these regulations cover a number of safety features, including fire protection measures, life-saving appliances and bilge pumping and warnings, one of the most important aspects of the standards for applicable ships is damage stability—perhaps more easily understood as survivability—which must be sufficient to keep the ship afloat long enough after a hull breach incident for passengers and crew to escape in an emergency, which might not be possible in a rapidly sinking vessel.
Tracey Crouch (Chatham and Aylesford) (Con)
Will my right hon. and learned Friend the Minister join me in congratulating and thanking the many volunteer crew in the Royal National Lifeboat Institution, for which Tower lifeboat station is one of the busiest of all the lifeboat stations around the country?
Lucy Frazer
I am very pleased and happy to join my hon. Friend in that tribute.
I was touching on the safety measures and how they apply in relation to older vessels. Some will argue that older vessels should not have to meet modern safety standards, because of historical interest, and some may say that this is an attack on Dunkirk “little ships”, although the overwhelming majority of them are unaffected. We in this House have a responsibility to ensure that all passenger transport meets modern safety standards. Older vessels that cannot be adapted to meet the updated standards will be limited to operating in safer waters. Some older ships, if holed below the waterline, can sink in seconds, not giving those onboard time to ascend to the upper deck, let alone put on lifejackets. In that type of situation, there is barely time to make a call to the emergency services, let alone wait for them to arrive. We must ensure that vessels stay afloat long enough that people are not cast into fast-flowing water or trapped inside a submerged vessel. Our society cannot afford another tragedy on the scale of the Marchioness disaster. The safety of passenger transport is paramount and we must not neglect our responsibilities.
I have highlighted the importance of these regulations to fulfil our duty as a Government to ensure that appropriate safety standards are in place for maritime passenger transport. I hope and believe that this issue transcends party politics. I commend the regulations to the Committee.
Lucy Frazer
I thank the Opposition speakers for their comments and for indicating that they will not oppose this obviously sensible measure. I will respond to the points that have been made.
The hon. Member for Wythenshawe and Sale East mentioned the question of time for compliance and whether there would be an opportunity for everyone to comply in time. There is a two year phase-in period, which runs from the date that the regulations come into force. That gives operators the chance to implement the changes, which, as has been mentioned, have actually been in the public domain for a long time. These measures are not a surprise to the industry, and representatives of the industry have been involved in their development. A longer phase-in period was considered but was ruled out because it would give competitive advantage to operators who chose to use their vehicles without improvement to the end of that period, and then to scrap them. Operators who sought to comply would be disadvantaged.
The hon. Gentleman also asked about the consultation period more broadly and whether unions had been consulted. The hon. Member for Paisley and Renfrewshire North also asked about the consultation. The level of engagement from the MCA on this matter has been almost unprecedented. The Government developed the regulations in conjunction with industry representative groups. There have been two public consultations, instead of the normal one, and the MCA held five workshops over a period spanning five years, so, yes, unions have been consulted and there has been tremendous engagement with the industry group that represents crew, as well as many owner-operators.
The hon. Member for Paisley and Renfrewshire North also asked why this has taken so long. I assure him that this is not the first step that we have taken in those years. He will know that standards have been improved for different parts of the passenger vessel sector over a long period of time, with particular step changes in 1992 and 2010. We needed to consider a number of issues—hon. Members have mentioned some of them—but now we would like to bring these regulations into force.
Question put and agreed to.
Draft Airports Slot Allocation (Alleviation of Usage Requirements) (No. 3) Regulations 2022
Lucy Frazer Excerpts(1 year, 6 months ago)
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The Minister of State, Department for Transport (Lucy Frazer)
I beg to move,
That the Committee has considered the draft Airports Slot Allocation (Alleviation of Usage Requirements) (No. 3) Regulations 2022.
It is a pleasure to serve under your chairmanship, Mr Robertson. The draft regulations will be made under powers conferred by the Air Traffic Management and Unmanned Aircraft Act 2021. Following our departure from the EU, that legislation created a more flexible set of powers for Ministers to implement alleviation measures related to the impacts of covid, subject to a vote in both Houses, allowing us to adapt our support to better support the recovery of the aviation sector.
Ordinarily, airlines must operate their airport slots 80% of the time to retain the right to those same slots the following year. It is known as the 80:20 rule, or the “use it or lose it” rule, and it encourages the efficient use of scarce airport capacity. This summer, we saw a promising recovery in passenger demand. It is has been welcome that so many of us have again been able to visit family and friends, or to travel abroad for a much deserved break. However, demand remains below pre-covid levels and the recovery has not been without challenges. We know that the sector struggled to ramp up operations and there was widespread disruption at airports in the early summer, so we have designed a package of measures for the winter season that aims to balance the recovery of the sector with the enabling of airlines to plan deliverable schedules.
Let me go through the background. When the pandemic struck, initially the 80:20 rule was fully waived to avoid environmentally damaging and financially costly flights with few or no passengers. We then offered generous alleviation for four seasons, while travel restrictions remained and demand was still uncertain. Last summer, we implemented a 70% usage ratio, reflecting the more positive outlook in demand. We have provided additional alleviation during this season in response to the high levels of disruption at airports arising from the continuing impact of covid.
We have determined that there is a continued reduction in demand that is likely to persist and we consider that further alleviation measures are justified for winter 2022, which runs from 30 October 2022 to 25 March 2023, so on 20 July we published this draft statutory instrument, setting out the package of measures that we propose. The package was fully developed following consultation with industry and the careful consideration of the responses. The draft instrument applies to England, Scotland and Wales. Aerodromes are a devolved matter in Northern Ireland and, as there are currently no slot-co-ordinated airports in Northern Ireland, the Northern Ireland Executive agreed that it was not necessary for the powers in the Act to extend to or apply in Northern Ireland.
We focused measures in the draft instrument on encouraging the ongoing recovery in flight traffic while protecting connectivity to destinations where restrictions remain in place, and on minimising the risk of disruption at airports while the sector recovers. That includes retaining the 70:30 usage requirement, meaning that airlines are required to use their slots at least 70% of the time to retain the right to operate the same slots the following year.
The regulations include a justified non-use provision, which provides alleviation for airlines flying in restricted markets. For this winter, we have expanded the list of covid-19 restrictions that airlines may use to justify not using their slots if they severely reduce demand for the route, or its viability, to include pre-departure testing requirements. The restrictions covered also include flight bans and quarantine or self-isolation requirements applied at either end of the route. As was the position in summer 2020, that will apply whether or not restrictions could reasonably have been foreseen, to ensure that we are protecting carriers in markets with long-term restrictions in place.
There will be a three-week recovery period during which justified non-use may still apply following the end of restrictions. We will also allow early applications for justified non-use. By that I mean that when an official Government announcement about the duration of covid-19 restrictions gives rise to a reasonable expectation that they will still be in place on the date of the operation of the slots, the carrier will be able to apply for justified non-use at that point, rather than having to reapply every three weeks. That will allow the earlier handing back of slots so that other carriers can effectively use them, as well as remove some of the administrative burdens on airlines.
In the winter of 2021, we allowed “full series handback”, whereby an airline could retain rights to slots for the following year if it returned the series to the slot co-ordinator before the season’s start. For this winter season, we have included a more limited measure that allows carriers to claim alleviation on up to 10% of their slots at any airport if they return them to the slot co-ordinator for reallocation before the season’s start. That should encourage carriers to plan their schedules in advance and give passengers more certainty.
The measures will cover the winter 2022 season; we are currently considering whether further alleviation is likely to be justified for summer 2023. We will consult with the industry and interested MPs to inform our policy later this year.
In conclusion, the draft instrument provides necessary relief for the aviation sector for winter 2022. Through the measures I have outlined, we have aimed to strike a balance between supporting the sector and encouraging recovery and the efficient use of slots. For those reasons, I commend the draft instrument to the Committee.
Lucy Frazer
It is always a pleasure to answer the points raised by the hon. Member for Wythenshawe and Sale East. I was pleased that he made the sensible point, with which we agree, that we do not want ghost flights, which are unnecessary both financially and in terms of the economy. The Government’s position on short-notice cancellation is that we have proactively offered carriers the flexibility to hand back up to 10% of slots at airports. On the hon. Gentleman’s point about the formula, I reassure him that the Government look at the demand forecasts available and make decisions on the basis of those forecasts.
The hon. Gentleman made an important point about modernisation. I reassure him that we are committed to modernisation, for the reasons he set out. We have a manifesto commitment in this policy area and have already provided £9.2 million to support progress and enable sponsors to complete stage 2 of the airspace change programme. Earlier in 2022, the Civil Aviation Authority and my Department, as co-sponsors, approved the second iteration of the Airspace Change Organisation Group’s UK airspace change masterplan, which was published in January and sets the direction for the airspace change programme.
I thank the hon. Gentleman for his thoughtful points. For the reasons I have set out, I commend the draft instrument to the Committee.
Question put and agreed to.
Air Quality in Towcester
Lucy Frazer Excerpts(1 year, 6 months ago)
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The Minister of State, Department for Transport (Lucy Frazer)
I thank my right hon. Friend the Member for South Northamptonshire (Dame Andrea Leadsom) for providing us with such a vivid picture of the idyllic town of Towcester, while also raising the important issue of congestion and air quality that affects the residents of her town. I know that she has been a staunch campaigner on this subject for a number of years, supporting her local community. Like her, the Government take air quality and its effects extremely seriously; although we have achieved significant reductions in air pollution, it remains the largest environmental risk to public health in the UK.
We are taking a range of actions to drive down air pollution across all sectors, including emissions from transport, domestic burning, industry and agriculture. In these difficult times, we are working responsibly as a Government to balance those actions with other key priorities such as achieving net zero and managing economic burdens on businesses and individuals.
I hope my right hon. Friend will not mind if I begin by specifying some of the measures that we are taking nationally. Last November we passed the Environment Act 2021, under which we have consulted on two stretching new targets for concentrations of fine particulate matter, the pollutant most damaging to human health. We know that in many cases it is bespoke local intervention that is needed to tackle local air quality issues, which is why the Government have worked to help and empower local authorities to take action. This includes allocating £883 million under our NO2 programme to help local authorities to develop and implement measures to tackle nitrogen dioxide exceedances, in the shortest possible time. It also includes the money paid to local authorities through our air quality grant scheme, which helps English councils to develop and implement measures to benefit schools, businesses and communities and reduce the impact of polluted air on people’s health. Since 2010 we have awarded more than £42 million across almost 500 projects, and this year we more than doubled the funding paid to local authorities through the scheme, to £11.6 million.
National Highways and local authorities already work together to improve local air quality, but in order to formalise that collaboration the Government are designating National Highways a “relevant public authority” through the Environment Act. As a relevant public authority, it will be required to collaborate with local authorities to tackle areas with poor air quality, identified alongside the motorways and trunk roads within each local authority, to help ensure that local air quality objectives are met and subsequently maintained. That will give greater clarity and cohesion to their partnership with local authorities in responding to air quality issues. The statutory instrument designating National Highways a relevant public authority will be laid this autumn.
Let me now turn to the specific local issues raised by my right hon. Friend. The air quality action plan for the Watling Street Towcester air quality management area, updated recently in 2021, sets out the measures that the council plans to take to improve air quality. As my right hon. Friend said, the most significant measure to sustain air quality improvements will be the proposed A5/A43 new road, which will provide an alternative to the route through the centre of Towcester for some traffic. The new road is largely developer funded, but National Highways has made available a contribution of £3.8 million to enable an earlier start to the construction. Like my right hon. Friend, I am very keen to see the road completed as soon as possible, to deliver the important benefits that she outlined.
I know that National Highways has been working closely with West Northamptonshire Council to support a solution that will help to alleviate the traffic and air quality problems in Towcester. As my right hon. Friend discussed with the previous Roads Minister, that will involve installations of signs to direct traffic via the new road, as well as a complementary programme of traffic calming measures, which she talked about. As she mentioned, those actions have already been subject to a public consultation, which closed on 11 September this year. I know that National Highways is in the process of analysing the feedback from the consultation to further inform design development.
I know that my right hon. Friend has vigorously lobbied on behalf of her constituents to introduce a weight restriction and speed reduction through Towcester’s high street. She asked me a particular question about that, and I can confirm that a 7.5-tonne limit was included within the options in the recent public consultation. Introducing a weight limit, however, would be dependent on the provision of the new road as a more suitable road for HGVs, and exceptions will need to be in place to enable businesses along the high street to receive deliveries.
My right hon. Friend will be pleased to know that the range of measures being proposed by National Highways, working alongside West Northamptonshire Council, will bring many benefits. The main objectives for the scheme include reducing the impact of air and noise pollution on the surrounding environment, making Towcester’s high street an attractive place to visit, improving accessibility to Towcester town, and above all preserving Towcester’s rich history and identity. She mentioned that the new road is being constructed by Persimmon Homes, which has assured National Highways that the road will be completed in the summer of 2024.
I reassure my right hon. Friend that National Highways has agreed to deliver both the signage and traffic calming measures on Towcester’s high street as soon as the new road is completed. In response to her questions on what further action can be taken by National Highways to stop HGVs using the A5 street, I understand the current frustration for her constituents when the A5 is used as a diversion route following accidents on the nearby M1, as well as during the ongoing works to the motorway. I assure her that the M1 improvement works, which are due to be completed early next year, will not only add extra capacity on the M1 but substantially reduce the frequency of the A5 route being used as a diversion for the M1.
My right hon. Friend raised the issue of new developments in South Northamptonshire, which will deliver immediate impacts of protecting and creating jobs, improving livelihoods and supporting the long-term transformation of the local economy. I acknowledge her views on how those developments exacerbate the existing traffic problems, and reassure her that National Highways is a consultee for any planning applications that may impact the strategic road network. For any applications that impact that network, developers are required to undertake a series of cumulative assessments of traffic levels based on the requirements set out by the Department. Once assessed, impacts of individual schemes may require mitigation measures to be put in place, which would form part of any recommendation for approval. However, as she will know, any decision on whether to grant development consent would be a matter for the local planning authority.
I appreciate the robust campaign led by the council, and the efforts of my right hon. Friend, to protect local residents from poor air quality, and I am pleased that the latest air quality annual status report, conducted by South Northamptonshire Council in 2021, confirmed a continuous downward trend of nitrogen dioxide levels, and all monitored sites in Towcester achieved legal compliance with NO2 levels in 2019.
I am grateful to my right hon. Friend for her perseverance in improving the lives of the residents of Towcester, and for providing us with an opportunity to outline the steps we are taking to improve both the traffic situation and air quality in and around Towcester. Improving air quality across the nation is a key priority for this Government, and I am committed to addressing it while supporting the economic growth that we so desperately need.
Question put and agreed to.
Draft Merchant Shipping (Additional Safety Measures for Bulk Carriers) Regulations 2022
Draft Merchant Shipping (High Speed Craft) Regulations 2022
Lucy Frazer Excerpts(1 year, 6 months ago)
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The Minister of State, Department for Transport (Lucy Frazer)
I beg to move,
That the Committee has considered the draft Merchant Shipping (Additional Safety Measures for Bulk Carriers) Regulations 2022.
The Chair
With this it will be convenient to consider the draft Merchant Shipping (High Speed Craft) Regulations 2022.
Lucy Frazer
It is a pleasure to serve under your chairmanship, Mr Robertson.
The draft Merchant Shipping (Additional Safety Measures for Bulk Carriers) Regulations 2022, which I shall refer to as the draft bulk carrier regulations, and the draft Merchant Shipping (High Speed Craft) Regulations 2022, which I shall refer to as the draft high speed craft regulations, relate to the safety of large sea-going bulk carriers and high speed craft. Bulk carriers are vital in the trading of world commodities. They transport unpackaged cargo such as cement, grain, coal and iron ore. High speed craft are, generally, UK registered rapid passenger craft or non-UK rapid passenger craft operating in UK waters. They include some twin-hulled vessels, hydrofoils and air-cushioned vessels such as hovercraft.
Both statutory instruments will be made under safety powers conferred by the Merchant Shipping Act 1995. Both are also subject to the enhanced scrutiny procedures under the European Union (Withdrawal) Act 2018 because they amend or revoke provisions in earlier instruments that were made under, or amended by, section 2(2) of the European Communities Act 1972. Neither of the instruments implements any EU obligations.
The draft bulk carriers regulations and the draft high speed craft regulations implement the most up to date requirements of chapters 12 and 10 respectively of the annex to the International Convention for the Safety of Life at Sea 1974, known as SOLAS, affecting bulk carriers and high-speed craft. Both SIs bring UK domestic law up to date and in line with internationally agreed requirements. The draft bulk carriers regulations and the draft high speed craft regulations contain direct references to requirements of SOLAS. Future updates to those provisions will be given direct effect in UK law when they enter into force internationally. That assists in keeping UK legislation up to date with international requirements.
The bulk carriers regulations will replace the Merchant Shipping (Additional Safety Measures for Bulk Carriers) Regulations 1999 to implement the most up to date requirements of Chapter 12 of SOLAS affecting bulk carriers. The high speed craft regulations will replace the Merchant Shipping (High Speed Craft) Regulations 2004 to implement the most up to date requirements of Chapter 10 of SOLAS, affecting high speed craft. Chapter 10 gives effect to the High Speed Craft Codes 1994 and 2000, which contain the detailed requirements applying to high speed craft. As their names suggest, those codes were first agreed internationally by the International Maritime Organisation in 1994 and 2000 but have since been updated, most recently in 2020.
The regulations will further improve the safety standards for high speed craft, and will enable the UK to enforce those requirements against UK high speed craft wherever they may be in the world, and non-UK high speed craft when in UK waters. That provides a level playing field for industry. The amendments bring UK legislation up to date and in line with internationally agreed requirements.
The regulations will bring into UK law outstanding updates to SOLAS Chapter 12 concerning the safety of bulk carriers, which the UK has already agreed to at the IMO. Those requirements include damage stability and structural strength requirements, standards, and criteria for side construction, as well as standards for the owner’s inspection and maintenance of bulk carrier hatch covers. They also include a requirement for a loading instrument to provide information on the stability of a bulk carrier under 150 metres in length, and restrictions on bulk carriers of over 10 years of age from sailing with any hold empty. The amendments came into force internationally on 1 July 2006.
My Department held an eight-week public consultation on the draft bulk carriers regulations. One response was received, which was not contentious, and which raised a valid question seeking clarification on how the ambulatory reference provisions would work. A response to this was issued, as well as a post-consultation report, which was published on GOV.UK. We have 28 bulk carriers on the UK flag; these are all already compliant with the requirements of the draft bulk carriers regulations. Making the regulations will enable the UK to enforce the same requirements for bulk carriers as other states which UK registered bulk carriers are currently subject to when entering foreign ports; that will provide greater equality between UK shipping companies and foreign operators.
The updated requirements of SOLAS Chapter 10 set out in the High Speed Craft Codes 1994 and 2000, which the proposed regulations seek to implement, introduce both the new requirement for crew drills on entry to, and rescue from, enclosed spaces, such as machinery spaces, to be conducted every two months, and the recording of those drills alongside other similar records currently kept for fire drills and other life-saving appliance drills. Those updated requirements came into force internationally on 1 January 2015.
In addition, the regulations implement two further changes to the codes. First, they introduce updates to the requirements for life-saving appliances relating to rescue boats and life rafts. Secondly, they abolish the current monopoly on satellite service provision to ships, opening the market to any provider meeting the required standards. Both of those measures came into force internationally on 1 January 2020.
Those updated requirements are important for ensuring the safety and stability of high speed craft, and increase safety standards to align them with the international requirements. Introducing those requirements in these regulations will enable the UK to enforce those standards in respect of high speed craft in the UK’s waters. We have almost 30 high speed craft on the UK flag to which the new regulations will apply. We currently have no foreign flagged high speed craft operating in UK waters. The regulations will apply to all high speed craft, with the 1994 code applying to older vessels and the 2000 code applying to vessels built or substantially modified on or after 1 July 2002.
The regulations also make amendments to the Merchant Shipping (Fees) Regulations 2018 to enable fees to be charged for the inspection, survey and certification of high speed craft by the Maritime and Coastguard Agency.
I have highlighted the importance of both sets of regulations, including improving safety standards, meeting the UK’s international obligations and ensuring a level playing field for UK shipping companies. I hope that all Members will agree that the SIs implement important updates to SOLAS into domestic legislation regarding bulk carrier safety and the safety of high speed craft. I therefore commend the instruments to the Committee.
Lucy Frazer
It was a pleasure to get a football update from the hon. Member for Wythenshawe and Sale East, and to hear his points and questions. I am very pleased to hear that the Labour party will not oppose these important and sensible safety measures.
The hon. Gentleman asked a number of questions, and although I will not be able to answer all of them, I will answer as many as I can, and of course I will write to him on any outstanding questions.
On the level of fines, they will be unlimited in England and Wales and subject to a statutory maximum in Scotland and Northern Ireland. Trade unions were consulted on the bulk carriers, and a reminder was also sent two weeks before that consultation closed. The hon. Gentleman asked whether there was an obligation on ports to monitor repeat offences, and that task will be undertaken by port state control officers. He also asked whether international bodies are aware of the proposed changes. I would remind him that the SIs are implementing an IMO standard, so of course other countries have agreed to that standard at international discussions.
On international enforcement, all maritime administrations will know about their requirements. All HSC operators and enforcement agencies will know that their vessels are HSC. Fines in relation to high speed craft, just as for bulk carriers, will be unlimited in England and Wales, and subject to a statutory maximum in Scotland and Northern Ireland.
The hon. Gentleman mentioned the delay in consideration of delegated legislation. The Government are very conscious that it is important that we implement our international obligations. Unfortunately, we have had to implement a large number of measures on account of covid and other matters, and there has been some delay. We apologise for that, but as my predecessor told the Secondary Legislation Scrutiny Committee, the backlog will be cleared by the end of 2023. That is currently on track to be achieved, so I hope that offers the hon. Gentleman some comfort.
For all those reasons, I ask that the Committee to agree the Statutory Instruments.
Question put and agreed to.
DRAFT MERCHANT SHIPPING (HIGH SPEED CRAFT) REGULATIONS 2022
Resolved,
That the Committee has considered the draft Merchant Shipping (High Speed Craft) Regulations 2022.—(Lucy Frazer.)
Oral Answers to Questions
Lucy Frazer Excerpts(1 year, 6 months ago)
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Daniel Zeichner (Cambridge) (Lab)
The Minister of State, Department for Transport (Lucy Frazer)
I know the hon. Gentleman is a keen champion for this area, given that he is chair of the all-party parliamentary group on taxis. He will know that the question of whether a private hire vehicle operator needs to pay VAT depends on two factors: whether he is acting as principal or as agent; and whether he meets the VAT threshold. As he will also know, His Majesty’s Revenue and Customs is responsible for VAT.
Daniel Zeichner (Cambridge) (Lab)
I welcome my near constituency neighbours to their posts. I hope they will get behind a brilliant public transport scheme that Cambridge craves and the country needs Cambridge to have. There are 16,000 private hire operators across the country and an impending court case could change the complicated relationship between customer and operator. The worry is that if that change comes into effect, as a consequence of the court case, many small operators could be at risk. What plans does the Department have to deal with that contingency? Will the Minister agree to meet me and representatives of the industry to discuss that further?
Lucy Frazer
I welcome the hon. Member’s championing of a great area in the country in the east of England. I am aware of the litigation that he refers to. His Majesty’s Revenue and Customs is considering any implications that that may have on VAT payable by private hire vehicle operators. As he will know, the Government keep all taxes under review at all times. I am sure that the Minister responsible for this area, Baroness Vere in the other place, will be happy to meet him.
George Freeman (Mid Norfolk) (Con)
Catherine West (Hornsey and Wood Green) (Lab)
The Minister of State, Department for Transport (Lucy Frazer)
The Department estimates that a minimum of £4.4 billion is likely to be required to meet its cycling and walking objectives to 2025; and further, that a minimum of £5.5 billion is likely to be required to meet the objectives to 2030. The actual amount will depend on a wide variety of factors.
Catherine West
I am sure the Minister agrees that there is nothing nicer than seeing schoolchildren in local streets learning in a supervised way how to cycle safely, particularly as interest in cycling has grown post pandemic. Will she commit today to ensuring sufficient funding for every single local authority to maintain its cycling classes, so that children can learn and so that we can tackle air pollution together by having more children cycling safely on streets and being taught manners and the best way to cycle in our local environments?
Lucy Frazer
I agree that it is important to learn from a young age how to cycle safely. That will ensure that as children grow older, they are more willing to engage in active travel rather than being in cars. I can assure the hon. Lady that the Government will offer cycle training to every primary school child in England, building on the record of 500,000 training places offered in 2022-23.
Steve Brine (Winchester) (Con)
Earlier this month, 250 cyclists, including me, took part in the Cycle Winchester mass ride around the city. I also joined the school cycle bus from Twyford into Winchester during the conference recess, which was potentially a better use of my time. We are excited by the mini-Holland schemes in Hampshire that are already being invested in. In a few weeks, I will take a walk around the city to see the work that we have done investing in those plans. Can the Minister tell me whether the Government are committed to the active travel fund and when the fourth tranche of applications to it will open?
Lucy Frazer
I am delighted to hear about my hon. Friend’s active travel. I remember that his constituency has a very impressive company that converts bicycles to electric bicycles. Announcements in relation to the fourth fund will be considered and made in due course.
Kevin Brennan (Cardiff West) (Lab)
The Minister has just outlined the fact that nearly £10 billion of investment will be required to meet the targets. One of the only good things to come out of covid has been the expansion of cycling networks and opportunities. Will she guarantee to the House today that that will not be one of the areas that has to be cut as a result of the Government’s economic plans?
Lucy Frazer
I am pleased to tell the hon. Gentleman that we have already spent significant funds on active travel. There are core funds available, but there are also funds from other Departments, such as the levelling-up fund, the highways maintenance fund and the future high streets fund. Much of that money is already committed. I remind the hon. Gentleman about the poor record of the Labour party, whose funding for active travel was significantly less than we have already put in to this important area.
Anna Firth (Southend West) (Con)
Theresa Villiers (Chipping Barnet) (Con)
The Minister of State, Department for Transport (Lucy Frazer)
The Government have provided nearly £2 billion of support since March 2020 through emergency and recovery grants to ensure that our bus sector survived throughout the pandemic. That is on top of the £1 billion of transformation funding that will make our bus services faster, more reliable and cheaper across much of England.
Anna Firth
I thank the whole House for the very kind comments about Southend’s greatest ever champion: Sir David Amess, my predecessor. They will be much appreciated by everyone in Southend West as we remember Sir David on Saturday.
Southend, and indeed the whole of Essex, did not benefit at all from the Government’s bus service improvement plan earlier this year, so what steps are the Government taking to ensure that new cities such as Southend can bus back better? Will the Minister assure me that those areas that missed out last time will be at the top of the list for funding in future schemes?
Lucy Frazer
My thoughts are with Sir David Amess’s family today. I am grateful that my hon. Friend has mentioned him.
My hon. Friend is a very keen champion for her area. I am aware that her area was not successful in the funding round that she mentions, but I am pleased that Essex County Council and Southend-on-Sea City Council have been awarded some funds to maintain bus services, with totals of £1.5 million and £330,000 respectively to support the development and delivery of their bus service improvement plans and enhanced partnerships. That is in addition to their bus recovery grant allocation and the practical support on offer, which includes guidance and training to ensure eligibility for any further BSIP funding.
Theresa Villiers
Will the Minister acknowledge that there are sometimes problems with important transport links that run between destinations in different transport authority areas? Will she seek to address that, and will she talk to Hertfordshire County Council and Transport for London about restoring the 84 bus route between Chipping Barnet, Hadley and Potters Bar?
Lucy Frazer
My right hon. Friend has made an important point, because, of course, transport crosses corridors. As she will know, transport in London is devolved to the Mayor of London, and the Government have agreed with Transport for London a £1.2 billion multi-year settlement to secure the long-term future of London’s transport network, including bus services. Where bus-tender routes operate across transport authority boundaries, we expect the local transport authorities involved to work closely with bus operators.
Mr Barry Sheerman (Huddersfield) (Lab/Co-op)
David Amess was a parliamentary mate. He was a proper parliamentarian. We miss him dreadfully. He would not like me to call him a mate, mind, but it is the truth.
Is the Minister aware that hydrogen-powered buses are widely available? I think there are already 16 on the streets of Belfast—I should have been speaking at a sustainability conference in Belfast today—but hydrogen-powered heavy goods vehicles and trucks, including waste trucks, are also available. When will local authorities have proper subsidies to enable them to get those hydrogen-powered buses and trucks on the road, now?
Lucy Frazer
The Government are absolutely committed to ensuring that we have a wide variety of energy sources for our transport system. The hon. Gentleman will know that only last week the Secretary of State announced £24 million for Teesside to expand its hydrogen works. I am aware of the hydrogen-powered buses; significant Government funds are available for them, for electric buses, and for various other mechanisms.
Dave Doogan (Angus) (SNP)
Workers in Angus, from Kirriemuir to Arbroath and from Montrose to Brechin, are stuck because of the lack of buses, itself due to a lack of drivers. They are going cap in hand to their employers to explain why they are late for work, and they are having to take taxis home because the bus had never turned up. I have canvassed a good many colleagues in this place, and I know that this is not a Scottish issue—it extends across the British Isles—so I ask the Minister please not to remind me that transport is devolved. This is a UK issue requiring UK intervention, with training for drivers and support for operators.
Lucy Frazer
I am sorry, but I will remind the hon. Gentleman that transport is devolved. If there are issues in Scotland, he knows where to address those points. However, I also remind him that we have invested nearly £2 billion in buses over the pandemic, in addition to the £1 billion invested to ensure that our buses become more reliable and cheaper throughout the country.
Sir Mike Penning (Hemel Hempstead) (Con)
Since covid, commuter bus routes from Hemel Hempstead into London have been cut. The reason for that is lack of demand, because people are working from home and there is no encouragement for them to come back into London. We observe that dangerous development when we drive into London each day and see that there is less and less traffic. Is there no way in which the Department can encourage people to have the confidence to come back into London so that we can put on these buses again from Hemel Hempstead?
Lucy Frazer
The Government have broadly welcomed people back to work—my right hon. Friend will know that we are encouraging civil servants to come back to work and leading by example here in Parliament—and we do encourage people into our towns and cities: as he will also know, we recently spent £60 million on introducing a £2 fare cap for single tickets on most bus services in England outside London between January and March to encourage travel across the country.
Mr Clive Betts (Sheffield South East) (Lab)
The Minister will not necessarily know what the 8, 27 and 655 bus routes in my constituency have in common. The answer is that they have all been cut completely, or substantially reduced, in the last few weeks. That means that NHS workers cannot travel to their shifts, pensioners cannot travel to the Crystal Peaks shopping centre, and kids cannot travel to and from school. Will the Minister reflect on the fact that the previous Prime Minister told us that people would not need a timetable, because the service would be so good that they could just walk to the bus stop and get on a bus? They do not need a timetable for many routes now, because there are no buses running.
Will the Minister, as a matter of urgency, agree to meet the Mayor and Members of Parliament for South Yorkshire to discuss the cuts, and how additional Government funding could save these essential services?
Lucy Frazer
I will, of course, pass on the hon. Gentleman’s request to the Minister responsible for buses, Baroness Vere. I am sure that she will consider it. I point out that the South Yorkshire mayoral combined authority received £1.6 million from the local transport authority recovery funding from April to December this year.
Simon Lightwood (Wakefield) (Lab/Co-op)
Thank you, Mr Speaker. In the new Transport Minister’s own area of Cambridgeshire, dozens of crucial bus services, including school routes, will be slashed imminently. Can the Minister explain why they think it is fair that communities in Cambridgeshire and many others across the country did not receive a penny to improve bus services after a £2 billion cut to the bus back better strategy, while the same Government will this year hand over billions of pounds of tax cuts to the wealthiest corporations? Is it not the truth that under this Government bankers are being put before buses and the services that millions rely on?
Lucy Frazer
The hon. Member makes an important point about buses more broadly and in the Cambridgeshire region. I reiterate that the Government have invested £3 billion in buses, and Stagecoach East is getting £427,000 every month to support bus services. Government considered the bids as they were put forward by the Mayor, and I know the Mayor is considering very carefully how he can resolve this issue in Cambridgeshire.
Sara Britcliffe (Hyndburn) (Con)
The Minister of State, Department for Transport (Lucy Frazer)
The hon. Member will know that the Government have taken a variety of actions and considered very carefully the position in relation to P&O. He talks about the Insolvency Service and, obviously, this is a matter for it.
Bob Blackman (Harrow East) (Con)
Helen Morgan (North Shropshire) (LD)
Lucy Frazer
The Government are committed to improving bus services and, as the hon. Member will have heard, we have already committed £2 billion during the pandemic and a further £1 billion that will help MPs across the area and support their constituencies.
Huw Merriman (Bexhill and Battle) (Con)
I welcome the entire ministerial team to their positions. I understand that they will want to take time to consider the various matters in front of them, but I ask them to recommit to page 53 of the decarbonising transport plan, promising £2 billion for active travel to ensure that we meet a target of 50% of all urban journeys being conducted by active travel. Do those two commitments stand today?
Lucy Frazer
I have read the decarbonising transport plan and I am aware of the importance of active travel. I did not particularly notice what was on page 53, but I thank my hon. Friend for raising it. As I have already said, the Government are committed to active travel. We have already committed £4 billion through a variety of measures through the Department for Transport, and across Government we are committed to ensuring that active travel remains on our agenda.
Ruth Cadbury (Brentford and Isleworth) (Lab)
Marion Fellows (Motherwell and Wishaw) (SNP)
Lucy Frazer
The hon. Member makes an important point. We have a number of pilots relating to e-scooters. A lot of people are using them, but we must ensure that they use them safely. When we bring in regulations to ensure that people can continue with that method of travel, we will of course consult widely and discuss how we can do that safely.
David Rutley (Macclesfield) (Con)
Sadly, too many local residents and passengers have experienced cancelled and disrupted Avanti West Coast train services over recent months, despite the excellent service of the team at Macclesfield railway station. Can my right hon. Friend confirm that Avanti’s day-to-day operational performance over the period of the new short-term contract will also be a material factor in determining who will be awarded the long-term National Rail contract to operate west coast services after April 2023? Local passengers deserve better.
Andrew Selous (South West Bedfordshire) (Con)
We do need that fourth round of the active travel fund, because it not only reduces greenhouse gas emissions, but reduces congestion, improves health and frequently increases economic activity through extra footfall. Will the Government commit to it?
Lucy Frazer
My hon. Friend is right. Active travel is very important and further information on the process will be published shortly.
Fleur Anderson (Putney) (Lab)
Chi Onwurah (Newcastle upon Tyne Central) (Lab)
Over the summer my constituents experienced atrocious service from local bus companies, with elderly and frail constituents forced to wait for hours at bus stops without knowing whether a bus was coming or not. Will the Minister with responsibility for buses, and my neighbour the Secretary of State, meet me so we can sort out at least an acceptable bus service for my constituents?
Lucy Frazer
The Secretary of State would be happy to meet the hon. Lady, and I am sure the buses Minister would be too.
John Glen (Salisbury) (Con)
I thank the Secretary of State for reaching out to me in the early days in her new role. I urge her to make a final, binding decision on the tunnel at Stonehenge on the A303. We have been waiting nearly eight years for a definitive statement and I would welcome a decision by the end of this month.
Helen Whately (Faversham and Mid Kent) (Con)
Whenever there is a major delay at the channel crossings in Kent, motorways in my constituency are turned into lorry parks and Kent comes to a standstill. The fact is that Kent is carrying the can for a gap in our national infrastructure. May I urge my right hon. Friend to work with Kent MPs on this problem and be the Transport Secretary who solves it?
Lucy Frazer
I am pleased to have had a brief discussion with my hon. Friend about the importance of Kent and queues in relation to Kent, Dover and the borders. I am very happy to meet the Kent MPs, and I am sure the Secretary of State will be fully engaged in this issue.
Draft Motor Fuel (Composition and Content) (Amendment) (Northern Ireland) Regulations 2022
Lucy Frazer Excerpts(1 year, 6 months ago)
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The Minister of State, Department for Transport (Lucy Frazer)
I beg to move,
That the Committee has considered the draft Motor Fuel (Composition and Content) (Amendment) (Northern Ireland) Regulations 2022.
It is a great pleasure to serve under your chairmanship, Mrs Cummins.
This draft statutory instrument will introduce E10 as standard petrol across Northern Ireland, while ensuring that the existing E5 grade remains available to those who need it. That will bring petrol grades in Northern Ireland into line with those in Great Britain, where E10 was introduced successfully in September 2021. We have completed the notification procedures required under the Northern Ireland protocol, meaning that an introduction in Northern Ireland is now possible.
E10 petrol contains up to 10% renewable ethanol, double the amount that can be blended into E5 petrol. The change is a crucial step in maximising the bad-fuel blending capacity in the UK fuel market and driving transport decarbonisation. It will also support the UK’s biofuel and agricultural sectors.
I will go through some aspects in a little more detail, starting with why E10 is needed. It will allow us to cut carbon emissions from cars, motorbikes and other petrol-powered equipment in use today simply by increasing the limit to which renewable fuel can be blended into standard petrol. Introducing E10 across the whole of the UK could cut transport carbon dioxide emissions by 750,000 tonnes a year, the equivalent of taking 350,000 cars off the road or all the cars in North Yorkshire. The measure is therefore one of the few available to us with an immediate impact, providing the basis for a step change in renewable fuel blending. E10 petrol is a proven fuel that has been introduced successfully in Great Britain and in many nations around the world, delivering carbon savings immediately.
The UK has a valuable bioethanol industry, which has already benefited from the increased demand created by the introduction of E10 in Great Britain. Following our policy announcement to introduce E10 across the UK, one large facility operator announced that it would recommence production. The domestic bioethanol industry supports high-skilled, green jobs, and improves our energy independence, delivering on a range of Government priorities such as growth and energy security. Such facilities also play a significant role in their local economy, employing hundreds of skilled workers directly and supporting thousands of jobs in the wider community. That community includes the agricultural sector, with locally grown feed wheat used to produce ethanol and by-products such as animal feed supplied to livestock farmers in place of soy imports.
To address the position on older cars, more than 95% of petrol-powered vehicles on the road are compatible with E10 petrol. That figure is increasing all the time. All new cars manufactured since 2011 are compatible with E10 petrol, and most cars and motorcycles manufactured since the late 1990s are approved by manufacturers to use E10. Some older vehicles, however, are not cleared to use E10. That is why the draft instrument includes provision to keep E5 petrol available in the higher-octane Super grade. The same set of derogations and exemptions that apply to the supply of E10 in Great Britain, in cases of supply issues or infrastructure constraints, will also apply in Northern Ireland.
We also launched a comprehensive campaign involving local radio, roadside posters, social media and information at forecourts. It informs motorists in Northern Ireland of the changes to petrol this autumn, subject to the approval of this draft instrument, and it directs vehicle owners to the gov.uk online compatibility checker to ensure that everyone is clear on the right fuel for their vehicle or equipment.
In conclusion, in proposing this draft statutory instrument, my Department has considered carefully a balance of interests. It recognises the need to maximise our efforts to decarbonise vehicles on the road today and to support our domestic renewable fuel industry, while maintaining access to a suitable petrol grade for all. Introducing E10 petrol in Northern Ireland this November strikes the right balance. I commend the statutory instrument to the Committee.
Lucy Frazer
I thank the hon. Member for Birmingham, Hall Green for his comments and kind words—[Interruption.] I thank the hon. Member for Slough for his comments and kind words at the beginning of his speech. He is absolutely right to say that vehicles on roads are responsible for a significant portion of our CO2 emissions. Transport is responsible for around 24% of carbon in the UK, and 90% of that comes from road emissions, so the hon. Gentleman made a very important point at the outset. He said that we were not ambitious enough, but I remind him that the biofuel supplied under the RTFO saved 5.24 million tonnes of CO2 in 2020—equivalent to taking 2.5 million vehicles off the road—and of course, that is just one aspect of our plan for decarbonisation. In this area, it is important to ensure that we maintain the right balance, as I said in my speech.
The hon. Gentleman mentioned a number of issues that do not directly relate to the statutory instrument, but which are important and are being addressed by Government. He talked about deforestation and the supply chain, but he will know that the Department for Environment, Food and Rural Affairs is looking closely at measures to ensure that we plant enough trees. He also talked about the impact on cars more broadly, but he will know that with our zero-emission vehicle mandate, we are phasing out fuel. He asked whether car manufacturers and suppliers will go above the 5.5% level; I would like to reassure him that the targets for the overall blending levels under the RTFO were increased in 2022, and we will continue to increase them until 2032. For all those reasons, and those I outlined at the beginning of the sitting, I commend the regulations to the Committee.
Lucy Frazer
We know that diesel manufacturers are producing it at higher than the 5.5% level. It is in their interest to do so in relation to the environment more broadly, and because we will expand the market. In the long run, those fuels will be cheaper for both consumers and suppliers.
Question put and agreed to.
Oral Answers to Questions
Lucy Frazer Excerpts(6 years, 5 months ago)
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Chris Grayling
To be honest, I am less concerned with formulae than with actually doing things. I am delighted that we are renewing the Metro trains, and I said yesterday that I am very keen to pursue the Blyth to Ashington extension to the Metro line. I am very keen to ensure that we continue to develop the road network in the north-east, which is why the opening of the first complete motorway link from London to Newcastle is so important, why we need to keep on improving the A1 north of Newcastle and why dualling the A66 is so important. This is about doing things, and that is what is actually happening right now.
Lucy Frazer (South East Cambridgeshire) (Con)
Does the Secretary of State agree that doubling the line from Ely to Soham, as part of the Ely area improvement works, will bring significant benefits to the eastern region?
Chris Grayling
Absolutely. I regard this, along with the trans-Pennine upgrade, as one of the key priorities for the next railway investment control period. The Ely junction project will unlock freight and passenger capacity in a really important part of the country. Along with the investments we are putting in place elsewhere, it is a very important part of our strategy.
Rail Update
Lucy Frazer Excerpts(6 years, 5 months ago)
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Lucy Frazer (South East Cambridgeshire) (Con)
I noted, both in the rail strategy—which I welcome—and in the Secretary of State’s reply to my hon. Friend the Member for Bury St Edmunds (Jo Churchill), a reference to improvement works at Ely North junction. Can the Secretary of State assure me that when those works—which will benefit the entire region and take freight off the road—are completed, my constituents in Queen Adelaide will not be disadvantaged?
Chris Grayling
Our aim is always to minimise the impact of improvement works as they are happening, and also their consequences. I assure my hon. Friend that we will work with her and her constituents to ensure that this is a beneficial investment for her part of the world, and that where it has any impacts, we will minimise them as far as is possible.
West Anglia Taskforce Report
Lucy Frazer Excerpts(7 years, 5 months ago)
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Westminster Hall is an alternative Chamber for MPs to hold debates, named after the adjoining Westminster Hall.
Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.
This information is provided by Parallel Parliament and does not comprise part of the offical record
The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
It is a pleasure to serve under your chairmanship, Mr Davies, and to be here in Westminster Hall for the second time today discussing rail issues. I had not been here since my appointment, and now I am spending all day here, which can only be a good thing. It is a pleasure to follow the hon. Member for Cambridge (Daniel Zeichner), who spoke in his usual courteous style. I am impressed by the ingenuity with which he sought to broaden his topic to many areas beyond the West Anglia Taskforce; I may well deal with them later.
First, it is important to congratulate my right hon. Friend the Member for Saffron Walden (Sir Alan Haselhurst) not only on securing the debate but on the taskforce’s report. He expressed concern that there was repetition; but I view repetition as valuable when it is for emphasis, and my right hon. Friend once more emphasised many of the report’s key themes. That is only to the good. As he pointed out, I was in Bishop’s Stortford only a fortnight ago to join him at the launch of the report. I was impressed to see the support that he had gathered from across the political spectrum from local government, national Government in the form of the Department for Transport, London government, and many companies and private individuals who had come together to support the report’s findings. They all recognised how improvements to the train service would help them to do better business, and to grow locally and together on a much larger scale, along the route. I will say to the House what I said to them: I am grateful for the work of the taskforce in the past few years, and the report is one of the most helpful and constructive of the many I am sent and which, as has been pointed out, all too often litter my office floor. Sadly, many of them never come back to London because I have read them and that is where their use ends. In the present case, the report is a constant companion in my red folder everywhere I go, because I use it as an example to show other people looking at their local railway areas what a real, proper value-adding taskforce looks like, and what they should aim to achieve. I fear that my right hon. Friend has probably encountered too many colleagues asking him for advice on how to run a taskforce, and I thank him for his patience in steering them all in the right direction.
Critically, the report is based on solid evidence and the authors are united in agreement. Such taskforces are a useful mechanism for reconciling competing interests and ambitions to ensure that consensus is reached, as in this case. The report recognises the many challenges that the network faces, and the limitations, where they exist. Yet it also focuses on the opportunities, with a range of realistic and specific recommendations, minus the many extraneous embellishments, as my right hon. Friend put it, that people sometimes seek to add, rather like baubles on a Christmas tree. He is to be congratulated on avoiding a temptation that others may fail to avoid.
The report also makes a clear and compelling case for action, so it is just the sort I want. I should pay tribute not only to my right hon. Friend the Member for Saffron Walden but to the many taskforce members, to local authority leaders, to the former Chancellor and the former Mayor of London, and Val Shawcross and the present Mayor of London, for all the support that they have offered. There is a risk that such thanks become rather like an Oscars speech and that someone gets missed out; my hon. Friend the Member for Broxbourne (Mr Walker) pointed out earlier the danger of missing out one or two key figures. I hope that anyone not mentioned will feel that they were included, because it was very much a team effort.
Today I want to express my hope that the taskforce will continue. It is important to continue to monitor the implementation of the report, and to assess changes in circumstances and priorities. There may be a need to update and refresh it. Clearly that will not happen for a while yet, but I see that as the taskforce’s role going forward. It has made a strong case for investment in the west Anglia main line. As the hon. Member for Cambridge pointed out, its corridor is one of the most productive, creative and innovative parts of the UK economy. The west Anglia main line does a vital job of linking Cambridge, with its world-leading university, science parks and track record of innovation, with one of Europe’s fastest growing airports, Stansted, and the global capital city of London. Indeed, as the right hon. Member for Enfield North (Joan Ryan) pointed out, it is a fundamental driver of productivity in the local economy. Yet the line is still fundamentally the one that the Victorians laid down in the 1840s—one of the very first railways into London from the north and east. Its capabilities may have grown and shrunk as demand for rail changed over the past 170 years, but it is clear that the railway line now operates at near capacity for much of the day. The report made the reasons for that clear. In the 10 years to 2011, the number of working adults travelling to work on the line increased by more than 100,000. In the same period, the overall local population increased by about 250,000. As the report made clear, that means that demand on the railway can only grow.
Demand is not just about space for the people who use the trains. It is also about space on the tracks—the creation of paths for trains to operate on. At the moment, the fast trains catch up with the slow trains. Unable to get past, they trundle along behind. New, faster trains will help to change that, but only so far. What happens next, when we have used every bit of track capacity? That is the key question posed by the report. I am therefore pleased to see its sensible recommendations. They are ambitious, yes—but rightly so. They do not necessarily need to be either expensive or hard to achieve. Suggestions include improving pedestrian and cycle access at Northumberland Park and Whittlesford Parkway, new platforms at Stratford and a new station at Addenbrooke’s, supporting growth in Cambridge’s biomedical sector. The hon. Member for Cambridge asked for an update, and I am happy to confirm that we are working closely with Cambridge County Council to deliver that as soon as we can. I do not have any precise timings yet, but the detailed study of the viability of the new station is being undertaken with the county council and I hope to have more news soon. The hon. Gentleman has raised that with me, and I shall keep a careful eye on it. In his role as shadow Transport Minister he can, I am sure, ask about it again each time we face each other at the Dispatch Box. The report also provides further evidence that the Government are right to continue to develop Crossrail 2, and shows how the region can capitalise on that project.
Of course, the recommendations deserve careful consideration. We need to assess them against the case for investment across the network as a whole. The Government will now give the report the consideration it deserves, which will be a thorough and careful assessment, so that we can respond formally next year. In the meantime we should not forget about the investment already taking place to deliver the premium service that my hon. Friend the Member for Broxbourne spoke of when he was still in his place. The improvements that Abellio is making are part of the new nine-year franchise agreement that started three weeks ago, under which, as many hon. Members have pointed out, the entire fleet of trains on the Greater Anglia franchise will be replaced: 1,043 new carriages will be in service by the end of 2020. I should point out to the right hon. Member for Enfield North that delivery is intended to start in 2019, so passengers will see them before 2020, which is the date for the entire fleet to be delivered.
Hon. Members have also pointed out that there is a commitment to the refurbishment of trains in the meantime. Accessibility will be key, given the changes in legislation. On my return from Bishop’s Stortford I encountered some of the refurbished carriages. Although I am only just the wrong side of 40, my knees did not quite enable me to stand up from the seat, as I was so low to the ground, because it was such an oddly-configured carriage. I recognise there is much work to do to enable everyone to feel that they have access to the carriages and can travel comfortably on them.
Lucy Frazer (South East Cambridgeshire) (Con)
The Minister talked about the Abellio upgrade, which I welcome, as the MP for South East Cambridgeshire. Does he agree that the route Abellio works on would also benefit from an increased station capacity—for example, a station in Soham, which is on that route?
Paul Maynard
I am grateful for my hon. and learned Friend’s intervention. She and I have discussed this matter, and I have already laid out the various options. We are certainly seeing a growing economy in Cambridgeshire, which is changing the demographics rapidly in that part of the world. We need to be agile and flexible not only in this Department but across Government to ensure that we support Cambridgeshire in its wider aspirations for economic growth. I hear what she says.
East Anglia Rail Franchise
Lucy Frazer Excerpts(8 years, 4 months ago)
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Jo Churchill
I could not agree more. The beauty of delivering this tender well is that it can bring benefits across Norfolk, Suffolk, Cambridgeshire and Essex and benefit all our constituents, who, frankly, do not care whose constituency they are travelling through; they just care about getting where they want to go on time and in a way that is easy to access.
Lucy Frazer (South East Cambridgeshire) (Con)
I congratulate my hon. Friend on securing this debate. Does she agree that, given the growth in our region and the fact that Cambridge is one of the few net contributors to the Treasury, it is essential we get the infrastructure we need? Ely is often a pinch point in infrastructure development, including the Ely North junction and the Soham-Ely doubling.
Jo Churchill
I could not agree more, because those pinch points affect such a broad area and affect the delivery of services into all our towns across the region. That is hugely important, and it was highlighted in the Hendy report.
I ask myself whether the obvious need for greater capacity would be addressed if we were not on the eve of this franchise re-tender. Our plan, with which the Minister is very familiar, is underpinned by a solid business case that will unlock the economic potential of up to £4.5 billion based on a package of improvements costing just over one tenth of that: £476 million. It will generate some £9.50 for every pound spent, providing a cost-benefit ratio that is acknowledged to be one of the most compelling investment propositions for rail. Over the next decade the plan will deliver over £15 billion in gross value added, 184,000 homes and some 50,000 new jobs, but if nobody can move around the area—and we already have to accept that the A14, which cuts right through my constituency and which travels down to the country’s largest container port at Felixstowe, is at times overwhelmed by the traffic—we really do have a problem.
Let me state quite clearly that we do not want to see “business as usual” being the operating criterion for the chosen bidder when those bids land tomorrow. We want change; we want transformational change at that, based on best practice from home and abroad. We want innovative thinking about some essential needs. I want those constituents of mine who are disabled, and particularly those who use a wheelchair, not to be faced with the situation where they cannot even access a train. If you live in Needham Market and you are in a wheelchair, that is it; you are not getting on that train. That is simply not good enough in 2015.
We know that whatever is to be delivered will be some way down the track—I have tried to avoid such comments, but I may hit the buffers at times. We do not want our new rolling stock to be somebody else’s refurbs. The taskforce report was very clear: we want new rolling stock. One reason much of our stock is to be upgraded is, quite simply, that it will be illegal shortly due to its inadequacies. We do not want pacers or old tube stock either. We have made do on this line for too long.
We have been told that with new rolling stock will come the reliability we seek. Everyone in the know says infrastructure is essential, too, including track signalling and overhead line equipment, as part of that bigger picture. But that rolling stock is essential, as the Minister knows very well from having used our service.
Essential east-west link improvements are needed, including the Felixstowe to Nuneaton and Birmingham freight route that will link the UK’s biggest container port with the rest of the UK and take pressure off the A14. My hon. Friend the Member for Suffolk Coastal (Dr Coffey) has campaigned tirelessly on this issue. As an aside, it seems incredible that one of the busiest ports in the UK is served by the single-track Felixstowe branch line.
To relieve pressure on commuters, I would recommend the introduction of an hourly Ipswich to Peterborough service—which I reiterate was not stated as a requirement in the invitation to tender—and I will add to my wish list the request that it should be increased to a half-hourly service at peak times. Improved passenger journey times, particularly in the east, are essential to optimise growth from east to west. In my constituency, we would like tomorrow to be an early start to Christmas. We have heard of Norwich in 90 and Ipswich in 60, and I am standing here today to ask you for Stowmarket in 70.
Claire Perry
My hon. Friend is right. [Interruption.] Indeed, my right hon. Friend the Member for Witham (Priti Patel) says, “Off the A12 too”. My hon. Friend will be interested to know that one fully loaded freight train can take up to 72 HGVs off the road. That is astonishing. That is why we make money available through the modal shift grant and for the strategic freight network.
I really cannot pay tribute enough to my hon. Friend the Member for Norwich North (Chloe Smith). She has been a live wire of co-ordination and energy as the person to whom others must come and talk. I do not feel I am in a position to deliver rocket-powered trains just yet, but I would certainly like to try. Maybe there will be a train called Major Tim very soon, which would satisfy her.
My hon. Friend the Member for South Suffolk (James Cartlidge) raised the very worrying issue of leafgate. There is an important point here. I would be happy to confirm I will ask Mr Curley to meet representatives of his constituents and others. The question for me is this: what is the productivity loss to the British economy from accepting the fact that every year for a few weeks we are all late for work by 10, 15 or 20 minutes? I want to start looking at investments in our rail network through the prism of passengers and of productivity, because the two things are linked. We are making people late consistently, year after year after year, because of leaves on the line. Other places do not shut the lines, he will be pleased to hear, but they do slow down trains and run them slowly. People are cautious. I used to refute leaf stickiness as nonsense, but it is a problem. And it is not just us who face this: the Netherlands have a problem and Germany has a problem. Let us have a pan-European get-rid-of-leaves-on-the-line prize. The productivity improvement it could deliver for the British economy would be huge. I am determined that the productivity improvements rail can deliver are factored into the investment decision.
Lucy Frazer
It is concerning that the cost of improvements to the Ely North junction have gone up. If the improvements come in early in control period 6 —we very much hope they will—it might still be possible to have them finished in the franchise period, which we all want, so we ask her not to rule that out.
Claire Perry
I rule nothing out on that point. I am very keen that what is funded and delivered will be delivered by Network Rail in this period.
I pay tribute to my hon. Friend the Member for Colchester (Will Quince), who has already, in the first few months of this Parliament, been such an incredible campaigner for his constituency. He raises the very important point that we are not in the business of peddling jam tomorrow. That is why we have to deliver what is in the Hendy review, and that is why we have to make this franchise absolutely deliver for all passengers.
I want to make a couple of final points. First, we are in an unprecedented place for rail. We are investing more in our rail network than at any time since Victorian times. We will spend £38 billion on our railways over this period, and I am bound and determined that that money is spent for passengers who can see and feel the benefit. I urge this group, who are working so well together, to bring their collective intelligence and the network effect that one of my hon. Friends talked about to help us make the business case for these improvements. The benefits are much, much broader than the narrow rail prism that we often use.
Question put and agreed to.