Maritime and Coastguard Agency

Nia Griffith Excerpts

Wednesday 8th July 2026 Commons Chamber

[Keir Mather]

The hon. Gentleman is a far more seasoned Member of this House than I am, so I will leave it to him to opine on whether “the law is an ass” is parliamentary language or not. It is incumbent on the Department to deal with the legal reality that has been created as a consequence of the judgment. It is also right to say that the volunteer model that exists for CROs, with hourly remuneration, is rather unique with regard to how volunteering works, and it therefore requires a bespoke response. I can assure him that I am weighing up options for the long-term future of CROs to ensure that recognition can take place. There is a potential primary legislative route that I want to explore, which involves a carve-out, but it would take a lot of time to do; it is very legally complex, and it has other implications that go beyond the Maritime and Coastguard Agency. I very much respect and thank the hon. Gentleman for his urgency, but I have to take these decisions dispassionately and with full cognisance of their implications.

[Dame Nia Griffith (Llanelli) (Lab)]

My dedicated volunteer coastguard rescue officers are absolutely vital to the safety of the public along the very long coastline all around my constituency. Can the Minister tell us what response he expects the Maritime and Coastguard Agency to give to the formal written request by the GMB union for collective bargaining purposes and voluntary recognition?

[Keir Mather]

I have already been very clear from the Dispatch Box that I do not just want, but expect, the Maritime and Coastguard Agency to allow trade unions to play their full role when it comes to working with CROs to articulate their vision of what they want the future of the service to be. I do not feel that it would be appropriate for me to comment on negotiations between a trade union and an employer in the way that my hon. Friend expects, but I am very clear that trade unions must be allowed to play their full role in this process.

Coastguard Volunteers: Remuneration and HMRC Guidance

Nia Griffith Excerpts

Wednesday 1st July 2026 Westminster Hall

[Dame Nia Griffith (Llanelli) (Lab)]

I will try to keep to your limit, Sir Alec.

The work of the Burry Port coastguards is absolutely vital to my constituency, which is surrounded on three sides by water. It has a long coastline, treacherous estuaries, constantly shifting sands and a huge tidal range, as well as very attractive miles of beaches and coastal paths, which draw locals and visitors to the waterside. There is significant local seashore activity and a tradition of cockle pickers and fishermen. Burry Port harbour has lots of small boat activity, and there is a small boat that goes from Ferryside to Llansteffan. Many holiday visitors enjoy the beaches and the sea, often unaware of the dangers. The coastguard station is very busy. It covers not just the immediate area but helps out across the Gower, all the way from Llansteffan to Port Talbot.

I was horrified to hear the news that, from September, HM Coastguard will cut even the small financial token of appreciation given to the volunteer coastguard rescue officers for their amazing dedication and work, which amounts to a mere £11 per hour during call-outs—not even the national living wage.

[Douglas McAllister (West Dunbartonshire) (Lab)]

I am concerned that the small allowance for coastguards, to which my hon. Friend refers, is what prevents public service from becoming a personal financial penalty; by removing that, we risk making it significantly harder to recruit and retain volunteers, particularly for new teams such as the Clydebank coastguard rescue team—a new station in my constituency. This sets a worrying precedent and threatens the frontline capability of our search and rescue team. Does my hon. Friend agree that we have to look at the changes before September?

[Dame Nia Griffith]

Indeed I do.

Sir Alec, just think how much time and effort our volunteer coastguard rescue officers put into ensuring that they can provide the very best service and dovetail with the other emergency services. They are real multitaskers and trained to a very high standard. They have to be multiskilled. They are trained in search skills up to police search adviser standard and trained to medical critical care standard. They have the mud rescue fitness of a fire officer, do water rescue—entering the water in full personal protective equipment, including steel-toed boots—and are trained for cliff rescues and working with rescue helicopters. In other words, they have to be really versatile and ready to go out in the most appalling rain, risking their lives.

CROs give up their own time to do the training, but it is no good just doing the training. They have to maintain the skills through practice sessions, because lives depend on it. They get £11 an hour for some training sessions, but they have to do the practice sessions every week just as volunteers. Of course, many of them have been extremely loyal, given many years of service and even had awards from the King for their service. No one is pretending that volunteer coastguards do it for the money, but a little something towards the costs and inconvenience that they incur is welcome in a cost of living crisis. Yes, they get some costs and mileage, but there are, even there, serious legal matters like having to pay business insurance for their own cars.

Stopping the payments in September looks exceedingly cynical: as if to say, “We will make the most of your skills and dedication over the summer, when we are expecting loads of visitors”—perhaps more than ever, because of the jet-fuel fears—“but come September, we will make the cut that we know might make some of you resign.” I can tell the House that CROs feel so insulted and angry, to put it mildly. Who can blame them? If His Majesty’s Coastguard thinks that it will be able to get new recruits, it is living in cloud cuckoo land. No one is going to volunteer after this treatment. Plus, it takes a very special person to be able to do this type of work, and gone are the days when big employers could release people. It is much more difficult now, given that far more people are self-employed.

Will my hon. Friend the Minister, first, pause the current cuts plan for September to give time for a rethink and then, importantly, find a way for volunteer coastguards to be at least as well rewarded financially as they are now? I do not want any hiding behind legal issues. There must be ways of doing that. Could the Minister also clarify what is happening about death in service for those who pass away while they are still volunteer CROs? That would greatly benefit the families of the deceased.

We simply cannot allow our dedicated volunteer coastguard rescue officers, with all the service that they have given and continue to give, to be kicked in the teeth like this. Lives depend on their good will and expertise, and we have a responsibility to ensure that they are properly respected and rewarded—

[Sir Alec Shelbrooke (in the Chair)]

Order.

Oral Answers to Questions

Nia Griffith Excerpts

Thursday 20th November 2025 Commons Chamber

[Simon Lightwood]

Under the Bus Services Act, we are giving local leaders the powers that they need to take back control of their bus services, and to ensure that services truly reflect the needs of their community. We are working closely with local authorities to look at more integrated ticketing, and the hon. Lady will hear more about integration in our national integrated transport strategy, which is coming soon.

[Dame Nia Griffith (Llanelli) (Lab)]

6. What steps she is taking to improve passenger rail performance.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Keir Mather)]

We are starting to see train reliability stabilise, following a decade of decline. We are working with the rail industry on a performance restoration framework, with five clear areas of focus to recover performance to acceptable levels. These include timetable resilience, staffing, and keeping trains safely moving during disruptive events. Rail usage is up month on month: some 451 million journeys were made on Britain’s railways last quarter, which is a 7% increase on the same period last year.

[Dame Nia Griffith]

I declare my interest in rail travel, as I travel by train weekly between London and my constituency of Llanelli. Far too often, Great Western Railway trains between Paddington and south Wales are delayed or cancelled at short notice, causing significant inconvenience and distress to passengers, including those from my constituency. The cause is often cited to be problems in the London-to-Reading area. What more can the Minister do to ensure that GWR and Network Rail make a lot more effort to significantly reduce delays and avoid cancellations?

[Keir Mather]

My hon. Friend is a champion for her constituents and their right to get to where they need to. We are pressing Network Rail and Great Western Railway to improve reliability, which has at times fallen below expectations in recent periods, partly due to recent flooding issues. We expect Network Rail and Great Western Railway to work together to resolve these issues on this most critical route.

Rail Investment and Integrated Rail Plan

Nia Griffith Excerpts

Wednesday 8th December 2021 Commons Chamber

[Nia Griffith (Llanelli) (Lab)]

It is not just the north that has been badly let down by this Government, but the people in Wales. All of us recognise the need for rail investment not just for the immediate economic and commercial benefits, but in order to decarbonise our transport, which currently accounts for some 27% of all emissions. Electrification of the railways and investment in the renewable generation of electricity are an obvious way in which emissions can be reduced. Then of course there is the need to increase capacity. I have frequently raised with railway professionals the question of why more freight cannot be transported by rail, and I am told that, in many instances, there is simply not the capacity.

The truth is that the people in Wales have been badly short-changed by this Government in respect of investment in rail infrastructure, because, although Wales has some 11% of the UK’s rail track, we have barely had a 2% share of investment in rail infrastructure. Matters are currently compounded by the fact that HS2 has been designated as an England and Wales project—

[Dr Wallis]

rose—

[Nia Griffith]

No, I will not give way. The hon. Member has had his say.

Matters are currently compounded by the fact that HS2 has been designated as an England and Wales project in spite of the fact that, according to the Government’s own analysis, rather than benefiting from the project, Wales will actually miss out. The designation means that Wales does not receive any Barnett consequentials, so I again ask the Government whether they will now follow the recommendations of the Welsh Affairs Committee and redesignate HS2 as an England-only project, and then accord Wales the appropriate funding in the form of Barnett consequentials.

Sadly, time and again, we have heard the Tory Government talk of lavish investment, but it is all talk that is not backed up in reality. Instead, we have had announcements that are reduced in scope, re-announced as if they were new, delayed, postponed or completely forgotten. All we know is that they are broken promises that are not delivered.

One such case is the electrification of the Great Western main line. In 2009, the former Labour Government announced a £1.1 billion project to electrify the line to Swansea. However, in 2010, the incoming Tory Government immediately axed the Cardiff to Swansea leg. After some considerable campaigning by local MPs, a promise was made in 2012 that the electrification would in fact continue to Swansea. However, in 2017, the Government again broke their promise and axed the Cardiff to Swansea leg. When this issue was raised recently, the Secretary of State for Wales responded glibly that there was no point in doing it because the nature of the track meant that speeds would not be significantly improved—what a pathetic answer. For the sake simply of combating climate change, electrification makes sense. Indeed, it is essential if we are to decarbonise our transport.

[Geraint Davies]

Does my hon. Friend agree that as the Welsh Affairs Committee has recommended, Wales should get its fair share of Barnett consequentials for HS2, which would be £4.6 billion, to electrify, modernise and move towards net zero in the rail system?

[Nia Griffith]

Absolutely, and I thank my hon. Friend for the work that he has done on this matter.

After all the razzmatazz of COP26, I hope that the Government are going to get serious about tackling climate change. One obvious way to do this would be to electrify the railway, not just to Swansea, but all the way through to the strategic port of Milford Haven.

We desperately need upgrades to the north Wales main line, which goes through to Holyhead, which handles huge volumes of traffic with Ireland. We also need much better connectivity between north Wales and the north-west of England, as there is a huge volume of cross-border traffic. Indeed, Transport for Wales and Growth Track 360 have been developing plans for a north Wales metro, as well as improvements to the north Wales main line, speed and capacity upgrades between Wrexham, Bidston and Liverpool, and proper links to HS2.

[Mark Tami (Alyn and Deeside) (Lab)]

Does my hon. Friend agree that it was sad to see that the very good idea of funding further work on the Wrexham to Bidston line, which was put forward under the levelling-up proposal, in fact got no money whatever, and that again Wales has been levelled down by this Government?

[Nia Griffith]

My right hon. Friend makes a good point. In fact, Sir Peter Hendy, in his report, recognised the value of that project, the Burns report on improvements for the area around Newport, and the need for improvements from Cardiff up to the midlands—all very worthwhile projects. There is no lack of ideas in which the Government could invest, if they were so minded to.

I really cannot finish without stressing the real need for this Government to respect devolution and the Welsh Government. No matter how big a Union flag Ministers put on their internet background, if they ride roughshod over the Welsh Government rather than fostering co-operation, they will provoke resentment. A strong Union needs effective collaboration, not—as we have seen with the community renewal fund—the UK Government ignoring the long experience and strategic planning of the Welsh Government.

I remind the House of the huge commitment of the Welsh Government to public transport infrastructure, taking over the Wales and Borders franchise, creating Transport for Wales, and now investing £738 million in transforming the valleys lines. To match the Welsh Government’s ambition and commitment to rail, in which they are investing, we now need the Government to step up to their responsibilities for rail to Wales and main lines within Wales, make up for their lack of investment to date and for their broken promises, consult meaningfully with the Welsh Government on priorities and plans, and deliver for Wales.

Severn Bridges (Tolls)

Nia Griffith Excerpts

Tuesday 21st July 2015 Westminster Hall

[Nia Griffith (Llanelli) (Lab)]

I add my congratulations to my hon. Friend the Member for Newport East (Jessica Morden) on raising such an important subject in a timely manner. The beginning of a new Government and Parliament is the right time to look at what we can expect in the next couple of years.

Owens Transport is based in my constituency, but it has depots in Newport East and Aberavon, as well as in other parts of the country. It competes not only with companies that go to and from Wales, but with England-based companies that go to other parts of England or to the continent, and with companies that come over from the continent and take business in the UK. We are talking about an international, cut-throat business. If companies have to pay an additional cost to come back to their home base in Wales, they are at a distinct disadvantage, and £500,000 a year is no small amount of money.

Following the concession that has been given to vans, companies such as Owens Transport are disappointed that absolutely nothing has been done for hauliers. Several suggestions have been made over the years, such as off-peak concessions, but nothing has been done to help hauliers. The company is anxious to have a timetable for what will happen when the concession finally ends. If the Minister cannot give us this information today, we would like a timescale for when he will be able to tell us. When the concession ends, will he confirm that VAT will definitely come off? Can he confirm exactly what moneys are still “owed” to the Treasury? As the hon. Member for Monmouth (David T. C. Davies) succinctly said, it is questionable whether anything is owing when the scheme has been a cash cow for the Treasury in past years. How do the Government intend to recoup the moneys? In other words, will there be a timescale during which the money would be paid back? We have heard various suggestions for how that might work, involving dates from 2017 to 2023. When will we be able to move to a maintenance-only tariff? We would like some form of consultation to take place. Now would be a good time for the Minister to try to set out a full timescale for exactly what will happen and when.

[Stephen Doughty]

I could not agree with my hon. Friend more about the importance of a timescale. Business requires investment certainty and clear timetables. That is true not only for existing businesses but for businesses that we are trying to attract to Wales. Given the news that we have heard during the past week about possible delays in the electrification of the south Wales main line, is it not crucial for the Government to set out a clear timetable for the road network and for electrification, so that businesses have the certainty they need to invest and grow?

[Nia Griffith]

My hon. Friend makes a good point, which I would have made myself, about certainty for businesses, particularly those that have to plan a long way ahead. Many businesses that invest in south Wales involve the transport of heavy materials, so they use haulage companies.

We need as much detail as possible. If the Minister cannot give us that today, I would appreciate it if he told us when he can give us a timetable for all the different parts of the process: the consultation, the ending of the concession, what will happen then, how long it will happen for and what he intends to do about moving to a tariff that reflects only maintenance charges.

We are so determined to move to a maintenance-only charge because it already seems unfair to pay even for the maintenance of the crossings when we do not have a pay-as-you-go system for any other roads, with one or two small exceptions in the UK. To make one road into a pay-as-you-go system when none of the others is seems totally unfair. It would be absolutely monstrous for it to become a cash cow, because that would be a tax raised on one small group of people, which would be totally out of kilter with any other form of taxation.

I would be interested if the Minister gave any indication of whether the Government intend to keep the matter as a UK Government responsibility, or whether he intends to open the discussion about whether it might be devolved. We really want to open a dialogue with the Minister and get as many answers as possible. We want a very clear timetable to be set out so that we all know where we are, and so that our businesses and industry know where they are and can make the necessary investment decisions. That investment would come to Wales much more readily than it will if businesses see no end to the “continual taxation” on the bridges.

--- Later in debate ---

[Andrew Jones]

One aspect of devolved government, which is what we have now in the UK, is that the same party will hold different views in different areas, reflecting local circumstances. That happens throughout the UK, and I think that it is a positive rather than a negative that people are arguing, lobbying and making the case for their area. It happens, and we should get used to it, because it is here to stay while we have a United Kingdom with devolved Assemblies and Parliaments.

I mentioned that we have not yet made any decisions about the arrangements after the concession finishes, but the Government have been clear that we will need to make proper provision for the repayment of debt and for future maintenance.

[Nia Griffith]

I appreciate that we cannot expect to have all the answers today, and that there are difficult decisions to make and things to work out. However, can the Minister set a timetable in the very near future for when all those things will be done, so that come September, we will know what is likely to happen and when we are likely to get certainty? That is what we really want to know.

[Andrew Jones]

I cannot give the hon. Lady a final date, but I can tell her that that work has started and is taking place in the Department, with colleagues in the Wales Office. Let me leave hon. Members in no doubt that the Government are committed to the successful operation of the crossings. They are vital, and the economies on both sides have benefited greatly from their presence.

Budget Resolutions and Economic Situation

Nia Griffith Excerpts

Wednesday 18th March 2015 Commons Chamber

[Nia Griffith (Llanelli) (Lab)]

I should like to set the record straight. People will see through the Budget very quickly. They know that a few gestures from the Chancellor and the recent lull in inflation will not make up for the loss of purchasing power that households up and down the country have suffered over the past five years.

Let us set the record straight on the Labour Government. There was a financial crisis in 2007-08. It was a worldwide banking crisis. At that time, Conservative Members agreed that we had to back the banks and bail them out to protect people’s savings and homes. The Labour Government understood that the only way to get the deficit down was to ensure that we got the economy growing first. By the time we left office in 2010, there was an annual growth rate of 4%. The first thing the Conservative-Lib Dem Government did was to choke off that growth. By the end of 2010, growth was down to 0%. As a result, the recovery has been much slower and demand has remained low, which has hit our manufacturing industry, and therefore tax receipts have been low, which has made it difficult to reduce the deficit.

The Government’s priorities have exacerbated the problem, because capital expenditure has the greatest impact on growth in an economic crisis. Money that is spent to improve our infrastructure and attract investment—capital expenditure—provides jobs in the UK and puts money in the pockets of local people, who spend it in our local economy. Capital expenditure also helps us to keep the skills base. For example, in construction, public capital expenditure has provided work and kept the skills base when there has been no work in the private sector. The Labour Welsh Government have tried to keep capital expenditure going in Wales. The Government parties have done nothing except cut back on that type of expenditure and then try to rewrite history.

For example, we had already agreed that the main line from London to Swansea would be electrified, but then the Government parties cut the funding before pretending to give it back, first to Cardiff and then, after a long struggle, to Swansea. They tried to take credit for that, but, to be frank, they should not have cut it in the first place.

The choices the Government parties have made on taxation are not only morally wrong, but economically unwise. Those on low and middle incomes, of necessity, spend their income back into the local economy much more quickly than those on the highest incomes. There is not a trickle-down effect, as the Tories seem to believe, and much of the tax cut for millionaires has probably gone on expenditure overseas. Those on low and middle incomes—the working poor—have been particularly badly hit. VAT is a very regressive tax that is levied on all sorts of things that are not luxuries, such as bathroom items, including toilet paper. Such items add up in household shopping baskets. In fact, families find themselves £1,000 a year worse off under this Government. That has been fuelling household debt and driving people to food banks. In Wales alone, which has 5% of the UK population, 79,000 people have visited a food bank in the past year.

I want to address some specific issues mentioned by the Chancellor. The first is his announcement about the Severn bridge toll rates for 2018. I remind the House that it was a Tory Government who set up the private finance initiative scheme for the Severn bridge in the first place and landed us with all the payments we have to make. It is also reasonable to say that prices will come down in 2018 anyway, because that is when the concession will end and we will finish paying for the building of the bridge, and VAT will be removed because it will return to being a publicly owned asset rather than a privately owned company. That will happen anyway, so it is not good enough simply to say that prices for white vans will be reduced. Haulier companies such as Owens in my constituency, which employs 500 people, pay a massive amount in Severn bridge tolls every year. Obviously, they find it difficult to compete against companies based in England, so we expect much more than the little reduction in 2018.

The rise in the tax threshold is welcome, but, as my hon. Friend the Member for Bishop Auckland (Helen Goodman) has said, too many people do not earn enough and will not benefit very much because of cuts to housing benefit and tax credits. Those who will benefit are much further up the tax scale, so the policy is not going to help half as much as it ought to and the people affected are still being hit by the increase in VAT.

On the issue of greater freedom for pensioners to use their money in different ways rather than purchase annuities, it is absolutely vital that stringent regulation is established straight away to ensure pensioners are not ripped off by the unscrupulous, who are, doubtless, rubbing their hands with glee and hoping to cash in on the unsuspecting.

I certainly welcome any measures that ensure that tax owed is tax paid, but tax avoidance measures taken by the Labour Government are now bringing in 10 times as much revenue as any measures taken by this Government. I draw the House’s attention to one problem in particular. January saw the introduction of new EU rules on the collection of VAT from companies that operate in more than one country. Clearly, the rules are necessary and were designed to stop big companies wriggling out of their moral tax responsibilities, but the practical procedures required by Her Majesty’s Revenue and Customs are threatening to put small digital businesses out of business. Such businesses sell knowledge-based products online; they may be very small domestic businesses selling recipes or knitting patterns that involve a small transaction. If sales are carried out in many different countries over the internet, those tiny transactions have to be logged in great detail, so I ask that HMRC takes another look at what it can do to ease the burden on those small businesses.

Let us be absolutely clear: the Chancellor is proposing massive cuts over the next few years to public services and welfare, and he has not even hinted at how they will affect people. The key issue is that, by doing so, he will repeat the problem of choking off growth and we will be back to a state similar to that in which we found ourselves at the end of 2010. This Budget is going nowhere. If we want to get a better system, we need a Labour Government to make sure that we tackle the energy crisis, prices and the problems that people face so that they are then able to spend more and get the economy going again.

Cycling

Nia Griffith Excerpts

Thursday 16th October 2014 Commons Chamber

[Sir George Young (North West Hampshire) (Con)]

I congratulate the all-party group on securing this debate, which is the third such debate in this Parliament. I was precluded by ministerial office from contributing to the earlier two, although I attended them, but I am now unconstrained.

I pay tribute to the work of the all-party group on cycling, The Times, British Cycling, Sustrans, Living Streets, CTC and all the other cycling organisations that have helped to propel cycling up the political agenda. A substantial number of cyclists in North West Hampshire have e-mailed to ask me to support the campaign, which I do.

I also pay tribute to the Minister, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill), who is replying to the debate and who himself travels regularly on two wheels—as, indeed, I do. I commend him for the way in which he has responded to the campaign and engaged with the key stakeholders. Within the Lycra suit of public expenditure constraint, no one could have done more than him. I also commend the progress made by the coalition Government in recent years under the leadership of my right hon. Friend the Secretary of State for Transport. I am delighted that they are both present. They have both been pedalling hard and I urge them to press even harder on the pedals in the remaining months of the Parliament. For example, we have an autumn statement coming up soon, and it would be helpful if the Chancellor were able to mention cycling in that statement and how it might be supported in the future.

I want to make a brief contribution by putting in perspective this ongoing campaign by MPs to get a better deal for cyclists. On 11 July 1975, nearly 40 years ago and before some contributors to this debate were born, I initiated an Adjournment debate on cycling, along with our former colleague Anthony Steen. The two of us took over the APPG, which had been free-wheeling for many years, in order to raise the profile of cycling. The debate took place at 4 pm on a Friday—that was when we had the Adjournment debate in those days—and I quoted Ernest Marples, who said in 1968:

“there is a great future for the bicycle if you make the conditions right. If you make them wrong there isn’t any future.”

I presented the Minister who was replying, Denis Howell, with a cyclists charter: a bicycle unit in his Department; cycle lanes through the royal parks; more proficiency courses for children; a direction from the Department that, in all new development, provision should be made not just for the cyclist of today, but to encourage the cyclist of tomorrow, by separating his journey from that of the motorist; the identification of cycle priority routes; a 10-second start at traffic lights; and more provision for bicycles on trains, with more covered parking spaces at stations.

Unlike what is going to happen today, the response from the Minister was disappointing. My suggestions were described by the then Minister as “interesting”. This was before the time of “Yes Minister”, but I knew enough about Whitehall to realise that “interesting” meant “absurd.” The very first point he made was that cycling was dangerous, and I am afraid that that coloured the whole response to the debate.

I was told that differential timing at traffic lights would be a costly operation, and the Minister did not know how the motoring public would take to it. Although British Rail was a nationalised industry at the time, the Minister washed his hands of the idea, saying that he hoped I would do better with my campaign than Ministers. On cycle lanes—or traffic lanes, as he called them—I was told it was difficult to provide them in the middle of Birmingham, Manchester or London. On a cycling unit, he said:

“I cannot accede to the request that my Department should set up a separate cycling advisory unit…We already have a traffic advisory unit.”—[Official Report, 11 July 1975; Vol. 895, c. 1026.]

Undeterred by this response, Anthony Steen and I set up a parliamentary bicycle pool, years ahead of Boris. For £5, Members could join and borrow a bicycle for their journey around the capital. We had a good response, particularly for the photo opportunity in New Palace Yard which launched the scheme. Jo Grimond was good enough to join us. Members who had not been on a bike since they did a delivery round took again to two wheels.

It was not an unqualified success. At midday, Members would take out a bicycle and cycle off to their lunch. Owing to the generosity of the hospitality extended by their hosts, on a few occasions they did not return by bicycle, and my fleet had to be retrieved from London’s finest eating establishments. In 1979, when there was a change of Government and I became a Minister, I could not find anyone to run the pool. So, in the first of the Thatcher privatisations, we sold the pool to the Members.

We have some way to go before we reach the status of Holland, which I visited along with the APPG a few years ago. There, a typical cyclist was a mature lady in ordinary clothes bicycling slowly—the exact opposite in every respect of a typical cyclist in London, although that is beginning to change.

I agree with what the hon. Member for Dudley North (Ian Austin) said about joined-up government and the benefits to other Departments of a regeneration of cycling, including on climate change, obesity and cutting the cost of travel.

[Nia Griffith (Llanelli) (Lab)]

I very much agree with what the right hon. Gentleman says about encouraging people who might not see themselves as Lycra cyclists to take part. Although we all want dedicated cycle areas and tracks, lone cyclists can feel very vulnerable along some of those made from back lanes or railway tracks. Does he agree that in the cycle delivery plan we need to examine strategies for increased visibility in those areas, so that young women in particular do not feel afraid of using them?

[Sir George Young]

The hon. Lady makes a good point; better lighting is important not only for the security of the cyclist, but so that they can see what is on the path ahead of them. I am sure the Minister will focus on safety in his reply.

From the modest acorn we planted 40 years ago, today’s all-party group has grown and gone from strength to strength. Today’s debate is better informed and better supported; only three Back-Bench speeches were made back then. I commend the campaign and the support it has received from all sides, and I can think of no better Minister to respond than my hon. Friend the Under-Secretary of State for Transport, the former pairing Whip.

Cross-border Rail Services in Wales

Nia Griffith Excerpts

Wednesday 2nd July 2014 Westminster Hall

[Nia Griffith (Llanelli) (Lab)]

I congratulate my hon. Friend the Member for Newport East (Jessica Morden) on securing the debate, which is extremely important to all of us in Wales.

First, I will speak about the main line that goes from London to Fishguard, connecting to ships going over to Rosslare in Ireland. The line goes right through my constituency, passing through the stations of Llanelli, Burry Port and Kidwelly. It is absolutely vital that we are part of the trans-European network and that we have good connections on the line.

Recently, the Welsh Government made significant investment in the Loughor bridge, which has enabled it to take two-way traffic, but what grieves me is how few through trains we have. I hope that, with the new franchise, the fact that we have this new bridge will enable us to have much greater connectivity and far more through trains. To have only one train from west Wales up to London and only one from London to west Wales per day is not good enough, and even those trains go only as far as Carmarthen; they do not go right up to the Pembrokeshire coast.

The problem that that poses for people is the lack of connectivity. There is the inconvenience of having to change trains and the fact that, often, the trains run by First Great Western are late, so people end up having to wait at stations for long periods—usually Cardiff, Port Talbot or Swansea—because there is simply no way to get from west Wales to London without changing, except for two trains, one each way, per day.

Let me give an example. If I got the 5.25 am train from Llanelli to come up to London morning, I would hope that I could make a 10 am meeting in London by getting to London at 9 am. However, only recently I had the experience of sitting on that 5.25 am train, which had been five minutes late, and being told that we were waiting outside Port Talbot station to let the First Great Western train go through, so the very train that I needed to catch to get to London was passing by my window. My only option, therefore, is to get the 3.25 am train if I want to get to an early morning meeting in London, which is quite inconvenient.

Rail is also vital for freight. We have refineries in Milford Haven and obviously the steel industry also uses the railway line. Last winter, storm damage closed this line for three or four days. Mercifully, that was all the time it was closed for. However, there is significant risk of closure because the railway line follows the coastline, which is exposed to the elements, and it will need continuing investment. I stress that that needs to be UK Government investment, because this line connects London with Ireland.

I look forward to electrification and remind those present that the Labour Government had a commitment to electrify as far as Swansea. I am sure that my hon. Friend the Member for Swansea West (Geraint Davies) will speak at greater length about what has happened since then and about the uncertainty over electrification.

I understand fully why we are not going for bimodal trains—trains that can be both diesel and electric. They are heavier than other trains and any investment in them would be a major investment, for what I hope would be only the short term. I want electrification to come not only to Bristol, Cardiff and Swansea, but right through west Wales. However, there will be an issue when part of the line is electrified: when that happens, where will we change trains and how will that change work?

To my mind, addressing that issue will be crucial to keeping passengers loyal to the service, because if the process of electrification is messed up and we end up with yet another, perhaps inconvenient change—bearing in mind that we already have one change for west Wales—that will make things very difficult.

I would like there to be only one change—a change off the train from where the line has been electrified up to and on to another train to take people all the way to west Wales. Whether that happens to be at Swindon or at Bristol, there should be only one change so that we do not end up with people having to make two changes to reach west Wales.

The line that goes from Pembrokeshire up to Manchester Piccadilly can be a useful service if I am going to conference, but I do not meet many passengers who go all the way from Pembrokeshire to Manchester. The argument that the train will not stop in some local stations such as Kidwelly because it is trying to get from Pembrokeshire to Manchester as quickly as possible seems to be completely fallacious. If someone is going to spend six or seven hours on a train anyway, an extra 10 minutes is neither here nor there. The fact that this train is going through stations at a very low speed but does not always stop at them is extremely annoying. If it stopped just on request, that would be a help. The argument about not stopping is fallacious, and I understand that some towns on the English side of the border are also concerned about the fact that some of those trains do not stop at their station.

I reiterate the comments on overcrowding made by my hon. Friend the Member for Newport East. I have constituents who commute to Filton Abbey Wood and to Bristol, and they have to change and catch very overcrowded trains. If they cannot get on those trains, they are disadvantaged as they are unable to get connecting trains back to west Wales, so they are very concerned about overcrowding.

We need a much greater number of Sunday services, particularly in winter, when it is impossible to get from my constituency to important places such as Twickenham, where rugby matches happen. People cannot get there on a Sunday, and I am sure the Minister understands the importance of such sporting events. Not to be able to get from west Wales to London on a Sunday in time to get to a match is obviously very much a disadvantage nowadays, when people do so much on a Sunday, from shopping to—of course—going away on holiday.

That brings me to the issue of the train that, last year, got stuck in remotest Wiltshire for six hours. It was a First Great Western train coming from the west country, but it could equally well have been a train from west Wales. I wrote to the Minister asking what lessons had been learned from that case, or perhaps I put down a parliamentary question, but it was too early to get a response because a report on the case had not been produced by that time. I hope that that report has now been produced; I could not understand how that case happened. We all allow for First Great Western trains being at least an hour late, if not two or three hours late, but when people are going away on holiday they do not allow time for a train to be six hours late. People were kept on that train without adequate water for all that time.

I understand that it was not necessarily possible to get a bus up to where the train had stopped, but it would have been possible to get other trains along the track, which would either have allowed passengers to be decanted and taken on or allowed water to be taken to the passengers. A six-hour delay is completely unacceptable, and I hope that steps have been taken so that my constituents do not have to face such a situation if they are going away and hoping to get to Heathrow airport or are going to London for any other reason this summer.

I will make one last point that may not seem terribly relevant to this cross-border debate, but is terribly relevant if people have to change trains: on Cardiff station and on Port Talbot station, it is impossible to get into a ladies toilet cubicle with a very large suitcase, probably because the cubicles are made to a specific design that came from one book. I would suggest that some quite large or portly women might find it difficult to get themselves into those cubicles. Of course, it becomes necessary for people to use the cubicles if they have to change trains, and for some passengers—in particular, some older passengers—using toilets on trains is quite difficult.

Will the Minister take note of the fact that, whenever stations are being redesigned, consideration should be given to that issue, so that we do not end up with the situation we used to have in Paddington, whereby people had not only to go down stairs, but get their suitcases over a turnstile before they could get to a cubicle. That has now been put right, and people can use the disabled toilet on the platform. Nevertheless, those issues need to be taken into consideration.

--- Later in debate ---

[Stephen Hammond]

As the hon. Gentleman knows, that discussion is ongoing. The Welsh Government have raised issues about the arrangement signed with my right hon. Friend the Member for Putney (Justine Greening), who was Secretary of State for Transport at the time.

[Nia Griffith]

Will the Minister flag up in all franchise discussions the issue of people having to change trains as the line is gradually electrified, so that we do not end up with more changes than necessary? We want one simple change, if necessary, in Swindon, Bristol or Cardiff, according to how far the electrification has gone, and then to go right through to west Wales.

[Stephen Hammond]

With regard to that and to First Great Western, we have undertaken a consultation this year about what the services might be and how they might be improved in the next direct award. I hear what the hon. Lady says, and I am keen not only to specify services that provide the best value and best opportunity for travellers, but to allow the privatised companies the best advantage to ensure that they can look at new services and new opportunities for new markets, using innovation within the franchise.

Other elements of our strategy will also be of benefit to Wales. The Heathrow western access scheme will reduce journey times between Cardiff and Heathrow airport by about 30 minutes from 2021. The UK Government have committed to the introduction of super-express trains on the Great Western main line by 2018, which will reduce the journey time between Cardiff and London from about 2 hours to 1 hour and 42 minutes. Crossrail will then speed up access between Paddington and central London from 2019, which will provide a fast, one-change journey from south Wales to the City of London, the docklands and beyond. Welsh stations will also share in the £100 million of station improvement funds and the £100 million of Access for All funds from 2014 to 2019. Overall, therefore, Wales stands to benefit directly and indirectly from almost £2 billion of investment in modernising the rail network.

Cross-border rail services between England and Wales are provided by four franchised train operators. The Department for Transport has a statutory obligation to consult Welsh Government Ministers before issuing any invitation to tender for a franchise agreement that includes cross-border services. As I said in response to a number of questions, where a service is provided wholly within Wales, the Welsh Government must be a signatory to the franchise.

The Arriva Trains Wales franchise is not due to expire until October 2018. The Welsh Government specify and fund services within Wales and across the border, and they carry out the day-to-day management of the franchise and have the powers to fund improvements. Train operators are of course free to run additional services if they consider that is the right thing to do. The Department is working with Arriva Trains Wales to provide additional cross-border services from December 2014.

On Silk and further devolution, which came up several times, the Government support the decision to devolve Welsh services in the Wales and Borders franchise to the Welsh Government. A joint agreement governs joint management of the existing franchise to 2018. In our evidence to part 2 of the Silk commission, the UK Government noted the strong case in favour of modifying the devolution boundary in respect of the Wales and Borders franchise. The Silk commission subsequently reported that further devolution of the rail network in Wales would be possible and desirable, although it would require close cross-border co-operation. Our response to Silk made it clear that recommendations that did not require primary legislation could be implemented early if we were satisfied that the case for change had been clearly made and there were support across Government for its implementation.

We recently held a consultation on the second direct award, and I recognise the concerns that have been expressed about the First Great Western franchise. That was why we carried out the public consultation, so that it could inform us of some of the concerns and issues so that they can be addressed when the award is made.

A number of Members raised the issue of the high-speed network. High Speed 2 will deliver significant benefits for Wales through the interchange at Old Oak Common and the improved journey times to London and the north via Birmingham and Crewe. It will also allow for greater commuter, freight and local services from the capacity released on the existing networks. Intercity express programme trains will also be coming to Wales from 2017—

Severn Bridges (Tolling)

Nia Griffith Excerpts

Wednesday 5th March 2014 Westminster Hall

[Nia Griffith (Llanelli) (Lab)]

I am delighted to have the opportunity to serve under you, Mr Bone, and to speak in this debate. I congratulate my hon. Friend the Member for Newport East (Jessica Morden) on securing this important debate and on continuing to pursue this issue, which we come back to time and again because it is so vital to the south Wales economy—and, indeed, as the hon. Member for Ceredigion (Mr Williams) said, to the wider Welsh economy.

I thank the Minister for the meeting that he accorded members of the Welsh Affairs Committee on 10 February, but significant questions remain. Hon. Members know that in July 2013 we met the Minister’s predecessor, the Under-Secretary of State for Transport, the hon. Member for Wimbledon (Stephen Hammond), as a result of which there was the hint of a possibility of further concessions for freight.

Owens Logistics is a large haulage company in my constituency with some 500 employees. It has a massive bill, in the thousands of pounds, for tolls on the Severn bridge, so this issue is important for it. It worries that it will not be in a position to compete with companies on the other side of the bridge that do not have such costs. First and foremost, it frequently lobbies on fuel and fuel duty. It has depots further east than Llanelli, in Aberavon and in the constituency of my hon. Friend the Member for Newport East, because that can help with the amount of travelling. However, when it is competing for business against firms based in England, obviously the bridge tolls are important. Later, I will mention that company’s wish to plan for the future.

[Nick Smith (Blaenau Gwent) (Lab)]

I thank my hon. Friend for giving way, not least because Owens comes up to Blaenau Gwent, in the heads of the valleys area. I asked it before this debate exactly how much tolls cost. Just to inform my hon. Friend’s contribution, it spends £250,000 a month on bridge tolls. That is a huge cost for a successful medium to large-sized business in south Wales.

[Nia Griffith]

Yes, indeed. Of course, many other firms in Wales are affected by the tolls on the bridge, too. Whether it is a small electrical contractor, a plumbing business wanting to serve customers on both sides, or a large haulage firm, those businesses are at a disadvantage compared with competitors who do not have to use the bridges regularly.

[Mr Goodwill]

To clarify, on discounts for frequent users in heavy goods vehicles, the Eurovignette directive imposes a 13% cap on any discount for HGVs, and the discount for HGVs on the Severn is near the maximum allowed under that directive. I do not need to mention that hauliers reclaim the VAT on these charges.

[Nia Griffith]

I was about to come on to the issue that the Minister mentions. He kindly sent me a letter containing that information this week. What I would ask is: how close are we to that 13% limit? Is there any wriggle room at all, and would it be possible to open a discussion on further concessions? I think he said in our meeting that that would be likely only if we had a tit for tat, and traded such concessions off against others. If anything like that were to be suggested, the freight companies would need to be closely involved and see the detail, because they would not want to end up paying much more in the daytime to get a night-time concession if their bills ended up being higher. They are still interested, however; they have said that they would be interested in looking at concessions, even if that means that the tolls continue a little longer beyond 2018.

I question the suggestion that EU law means that freight and ordinary car use charges cannot be varied, and whether that is a competition issue. If all freight lorries use the bridge no matter where they come from, it would not be a matter of having more favourable laws for British-based lorries than for Dutch or French-based lorries. It would be helpful to have a little more information on that.

[Mr Goodwill]

The current 10% discount, which is offered by way of the season TAG, is based on 22 trips a month; that is quite close to the 13% maximum.

[Nia Griffith]

Perhaps I could ask the Minister to look at that remaining 3% and see if there is any wriggle room at all, because when we are talking about paying the huge amounts mentioned by my hon. Friend the Member for Blaenau Gwent (Nick Smith), even 3% would make a considerable difference.

VAT is a massively important question. The Minister confirmed in his letter to me that VAT comes off the charge when the crossing is managed by a public, rather than private, company. We would be delighted if that meant an automatic 20% decrease. However, if the rates were to be kept the same, that would be a massive penalty for all the business users who currently reclaim the VAT, because effectively they would have to pay 20% more and would have no opportunity for clawback.

My right hon. Friend the Member for Torfaen (Paul Murphy) mentioned the figure of £112 million. Mercifully, the letter from the Minister says that that has reduced to £88 million. Of course, we on the Welsh Affairs Committee would be pleased if the Department for Transport were to revise that figure downward again. There was an issue about how that was calculated in the first place, and we want to ensure that we get up-to-date information about that. Although the Minister previously said that 2018 was a long way away, firms such as Owens are investing long-term, looking eight to 10 years ahead, and they have to make decisions. The more certainty such firms can have, the better.

The Minister may think that we will have another Government in place in 2018—some of us hope that we will—but I am sure that every Department plans ahead and thinks about what it would do. The Department for Transport is in a position to make the necessary assessment and get hold of the statistics, so that we can have more information about the £88 million being paid back, about when there will be an opportunity for the bridge to be debt-free and just have a maintenance charge, and about what would be done with that maintenance charge.

I am a little concerned by the hon. Member for Forest of Dean (Mr Harper) saying that he would like a levy on the existing bridges—in other words, on people coming into Wales—to fund a bridge further up the river. I much prefer his first suggestion, which was that such a bridge should be funded through general taxation spread across the UK, to the suggestion that we penalise one particular group of users. One of the main bones of contention about the bridge all along has been that such charges are unusual in this country; it is not like in some countries on the continent where most of the motorway network is tolled. That is why there is such great resentment of the toll, and the level of it, in the first place.

We certainly want a little more clarification of what will happen in the future. I would be grateful if the Minister gave us any indication of where we are going, and kept the Welsh Affairs Committee fully updated with any further information.

[Mr Peter Bone (in the Chair)]

Order. It might be useful for Members to know that I intend for the wind-ups to start no later than 3.40 pm.

Flooding: Transport Disruption

Nia Griffith Excerpts

Thursday 13th February 2014 Commons Chamber

[Mr McLoughlin]

My hon. Friend the Under-Secretary of State who is responsible for roads is looking at that particular incident this morning. Sinkholes are not common events, but obviously we need to learn any lessons that we can from them. We also need to do the proper work to ensure that no further damage has been done to the road network before we reopen it. However, that part of the road network is now partially reopened.

[Nia Griffith (Llanelli) (Lab)]

This month, we have seen the dramatic pictures of Dawlish, but last month the sea washed away part of the main line to south-west Wales in my constituency. We saw even more dramatic pictures in the north with the Cambrian coast line. Many of the railway lines along our coast are part of flood protection measures. Barnett consequentials for Wales are a matter for every single Department across Government. Will the Secretary of State work with his colleagues in the Department for Environment, Food and Rural Affairs to work out exactly what Wales is due and then let us know?

[Mr McLoughlin]

As I have said, any Barnett consequentials that are necessary will take place.