Air Quality and Shore-to-Ship Charging

Nusrat Ghani Excerpts

Thursday 29th March 2018 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I congratulate the hon. Member for Southampton, Test (Dr Whitehead) on securing this important debate on shipping emissions and, in particular, on shore-to-ship charging. I agree that our maritime ports should continue to thrive, and we are all here to ensure that that happens. I had the privilege of visiting Southampton during the first few weeks in my new role as maritime Minister, and since then I have met a number of shipping stakeholders that operate out of the port. I know the port’s importance to the city and the local economy, as it provides up to 15,000 jobs in the Solent region and thousands more across the UK. I believe that it is also the world’s busiest port.

I also know the importance of air quality to the city, and I thank the hon. Gentleman for raising that issue today. We know the harmful effects that poor air quality can have on human health, the economy and the environment. It shortens lives and reduces quality of life, especially for the most vulnerable. Reducing air pollution to protect the environment and public health is unquestionably a priority for the Government. The UK has signed up to ambitious, legally binding targets to reduce emissions of the five most damaging air pollutants by 2020 and 2030, aiming to cut early deaths from poor air quality by half.

The debate has focused on shipping emissions. To date, the UK’s main priority in tackling ship emissions has been at the international level. We have played, and continue to play, a leading role in negotiating international limits for pollutant emissions from shipping. The UK has consistently pressed for the most stringent controls in those high-risk areas. UK ports such as the port of Southampton have been the beneficiaries of that action. Being within the North sea emissions control area means that the city and residents of Southampton benefit from some of the most stringent international controls on shipping emissions in its surrounding waters. Since January 2015, all vessels operating in that area must use either 0.1% sulphur fuel or a compliant alternative, and from 2021, all new ships operating in this area will need to meet the most stringent NOx emissions standards, which we expect to reduce NOx emissions from ships by around 75%.

Those international controls are having a major positive impact on air quality, but I agree with the hon. Gentleman that we need to go as far as we can on this. The controls have been successful in achieving major emissions reductions, and in stimulating the development and uptake of alternative fuels, innovative green technologies and new ship designs. That said, we are not complacent and we know that much more needs to be done and can be done. At the international level, the UK is strongly pushing for an ambitious and credible strategy to reduce greenhouse gases from shipping, and I invite the hon. Gentleman to support the UK’s efforts to get a strong and forward-thinking agreement at the International Maritime Organisation as we enter the final weeks of negotiations after Easter. Furthermore, we will continue to press for international action that will enable the uptake of low and zero-emission technologies. However, we also want to ensure that we are doing all we can to reduce emissions in UK waters.

The Department for Environment, Food and Rural Affairs is developing a clean air strategy that will look at actions to reduce pollutant emissions across the board from manufacturing to farming, and from generating energy to transport. This will be published for consultation shortly, so all stakeholders will have the chance to contribute on this important issue. My Department has been working closely with DEFRA and the maritime sector to develop proposals within the strategy to further reduce shipping emissions.

I hear the hon. Gentleman’s concerns about Southampton and recognise that the city faces a serious challenge to improve its poor air quality. In the 2015 air quality plan, Southampton was named as one of the five initial cities that were expected to produce local plans to achieve compliance with nitrogen dioxide limits by 15 September 2018. In July 2017, the Government announced £255 million for local councils to accelerate their air quality plans as part of a £3.5 billion commitment on air quality and cleaner transport. The Government are supporting Southampton City Council to conduct its feasibility study and to implement measures to deliver compliance in the shortest possible time. I also know that Southampton port is actively developing ways of reducing emissions across the port, and that it is considering shoreside power as an option to deliver air quality improvements.

We must recognise, however, that reducing shipping emissions is a complex issue, and experts concur that there is no silver bullet. Shoreside electricity is one of a number of solutions. Some of them are very well established, such as using liquefied natural gas, scrubbers and NOx catalysts. Others are still being trialled and applied on a small scale, such as hydrogen, electric batteries and hybrid solutions. We are, for example, seeing an ever-increasing number of ships that are capable of using LNG. The choice of which technology to deploy and invest in will primarily lie with shipowners and ship operators, but ports also have a role to play. Ships often rely on ports to provide access to alternative fuels, but ports will equally rely on ships installing technologies to ensure that the provision of such fuels is commercially viable.

I am aware that ports across the world are beginning to make provision for cleaner, alternative fuels. Some have chosen to introduce shoreside power, and there are many examples of good practice across the UK. A number of ports offer LNG bunkering, such as Teesport, Immingham and Southampton, and others are exploring the use of hydrogen, such as Orkney. The Port of London Authority has published an air quality strategy with the objective of addressing air quality on the tidal Thames and has introduced measures such as a discount on fees for greener ships calling at the port.

The hon. Gentleman mentioned infrastructure. Our national policy statement for ports requires new port developments, especially nationally significant infrastructure projects, to consider the provision of alternative fuels as part of the planning process. In particular, they are required to make reasonable advance provision for shoreside electricity, or to explain why that would not be economically and environmentally worth while.

We must recognise, however, that the business model for UK ports is different from that in many other countries. UK ports are private entities and decisions about operations or infrastructure are a commercial matter for each port to decide. We know that ports such as Southampton will decide the best solution for them based on the needs of their customers and their stakeholders.

I mentioned before that my Department was developing a maritime air quality strategy to feed into the Department for Environment, Food and Rural Affairs’ clean air strategy. My officials are engaging with stakeholders to understand the best approach to reduce emissions, and we are working with industry, academia, trade bodies, ports and other Departments to ensure that any strategy is credible and time-proof. As part of that, we are clear that we need a strong evidence base about the impact of shipping on the environment to inform decisions about the best solutions to reduce pollutant emissions from ships, and we need to ensure that any solutions to reduce pollutant emissions are not dealt with in isolation, but support the need to reduce greenhouse gas emissions. We consider that a holistic strategy is the best way to enable the long-term goal of zero-emission shipping in the UK.

Such an ambition provides real opportunities for UK industry in the development of green technologies and fuels. The UK is home to a wealth of expertise in maritime technology, and we want to exploit the technical and innovative excellence of our sector to lead such a change. The Government want to continue to encourage innovative ideas to help to create a more sustainable maritime sector. Last December, the transport technology research innovation grant—T-TRIG—competition offered funding for targeted calls for projects addressing maritime air quality issues. We received 14 applications and have selected five projects, two of which I believe are in Southampton and Leeds—the hon. Member for Leeds North West (Alex Sobel) made an intervention earlier. These will receive grants of around £50,000 each to help to take their early-stage innovations to the next stage of development.

My officials are actively working with the maritime sector to develop an industrial strategy sector deal that has innovation at its core, and we are supporting the development of an industrial strategy challenge fund bid that is based around smarter and cleaner ships. Southampton is a great city to live and work in, with a fine maritime tradition. By virtue of being inside the emission control area, the people of Southampton already benefit from the strictest international controls on ship emissions currently available in Europe. SOx emissions from ships have reduced dramatically since the introduction of the emissions control area and, as I indicated, further benefits that will come from the introduction of the lower NOx limit, which comes into force in 2021.

More change needs to happen and collaboration is paramount. It is about commitment across the sector: shipping companies, ports, shipbuilders—everybody has a role to play in improving air quality. I can assure the hon. Member for Southampton, Test that the Government are committed to addressing the issue of air quality in the UK. My Department is committed to reducing emissions from transport and I am committed to ensuring that the maritime sector plays its part in that.

As this is the final debate before Easter, may I wish everyone who works in the House—this mother of all Parliaments—a very happy Easter? And if I may be indulged, Mr Speaker, may I especially wish my daughter, Farah, a very happy Easter indeed?

Question put and agreed to.

Draft European Union (Definition of Treaties) (Work in Fishing Convention) Order 2018

Nusrat Ghani Excerpts

Wednesday 28th March 2018 General Committees

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I beg to move,

That the Committee has considered the draft European Union (Definition of Treaties) (Work in Fishing Convention) Order 2018.

It is an absolute pleasure to serve under your perfect chairmanship, Mr Robertson. The purpose of the order is to declare the work in fishing convention 2007, No. 188, an EU treaty as defined in section 1 of the European Communities Act 1972. It was laid before the House on 22 February 2018 and discussed in the other place yesterday evening. In simple terms, the purpose of the order, as I said, is to declare that the work in fishing convention is to be regarded as an EU treaty. Through this declaration, the provisions of the 1972 Act, which provides for the general implementation of EU treaties, will apply in relation to the convention. Those provisions can then be used to implement the convention in UK law by allowing the necessary changes to primary and secondary legislation to be made. That includes those elements that fall outside the powers provided by the Merchant Shipping Act 1995.

Before continuing to explain the Government’s decision to propose use of this order as the mechanism to provide them with the powers fully to implement the work in fishing convention in UK law, I should like to give some background to what the Government have done to develop fishing vessel safety and to the convention, and to outline the Government’s reasons for wanting to ratify it. However, before I do so, I remind hon. Members that our purpose here today is to discuss use of the order as a mechanism to provide the powers to implement the convention, rather than to discuss the details and implementation of the convention itself. We hope that that will be done by means of a number of statutory instruments to be laid before the House later this year.

Despite ongoing Government efforts, fishing remains the most dangerous industry in the UK, with the rate of fatalities being about 100 times higher than that for the general workforce. The Government are committed to making the fishing industry safer. The Maritime and Coastguard Agency works with the industry through the fishing industry safety group to improve fishing vessel safety.

The Government have issued new codes of practice for all sizes of fishing vessels. The new code of practice for small fishing vessels addresses a number of outstanding marine accident investigation branch recommendations to improve fishing safety. It requires all vessels to carry either an emergency position indicating radio beacon or a personal locator beacon for each crew member. That is voluntary until 23 October 2019 to allow the use of funding by fishermen to purchase those items. Other work undertaken includes the provision of free personal flotation devices, free training courses, campaigns to prevent man overboard and a new safety management system.

The Government consider implementation of the convention in UK law an important further step in the development of health and safety policy for the fishing industry, particularly as it will provide protection for all fishermen working on UK fishing vessels, regardless of their employment status. The Government fully support the aims of the convention to ensure that fishermen have decent conditions of work on board fishing vessels. The policy has support from across the fishing industry; there is no opposition. I hope that we can also achieve that here today.

The convention was adopted in Geneva by the International Labour Organisation on 14 June 2007 and entered into force internationally on 16 November 2017. It entitles all commercial fishermen to written terms and conditions of employment, decent accommodation and food, medical care, regulated working time, repatriation, social protection and health and safety on board. It also requires medical certification for fishermen and provides minimum standards relating to recruitment and placement.

Many elements of the convention are already in place in UK law, but implementation will introduce some significant changes for the industry—in particular, the requirement for all fishermen, regardless of their employment status, to have a work agreement setting out minimum working conditions; an inspection regime; and making medical fitness examination and certification mandatory for fishermen in the UK for the first time.

Once the convention is fully implemented, all UK fishing vessels will be subject to regular inspection of living and working conditions on board by the Maritime and Coastguard Agency, with the power to enforce decent standards. The convention was originally laid before Parliament on 20 May 2008—Cm. 7375—with an indication of Government support for the aims of the convention and a willingness to start consultation with the fishing industry. It is good to note that subsequent Governments have continued to support the policy.

International Labour Organisation conventions are always tripartite in nature. The convention was negotiated at the ILO by representatives of the fishing vessel owners, individual fishermen and Governments. The ILO requires Governments that want to implement an ILO convention to establish tripartite arrangements to inform the implementation process.

The Maritime and Coastguard Agency formed the work in fishing convention working group in 2014 to fulfil that function. The group comprises representatives of Government, fishing vessel owners and operators and fishermen’s representatives. It has met 15 times and was instrumental in developing the proposal for implementation of the convention in the UK.

The Government’s proposals for implementing the convention have also been the subject of an eight-week public consultation. The MCA is now working with the group to refine the proposals in the light of the consultation comments. ILO conventions must be ratified in their entirety to take effect. UK legislation is already compliant with some parts of the convention. In other cases, where UK legislative provisions need some realignment to comply, the necessary powers to make appropriate amendments already exist in the Merchant Shipping Act 1995.

However, other provisions of the convention cannot be implemented under that Act. That is why this order is needed, so that the powers contained in the European Communities Act 1972 can be used to amend or make legislation to give effect to these provisions of the convention.

I should like to explain why we have chosen this instrument to provide powers to implement the convention, rather than promote new primary legislation. The European Communities Act defines what is an EU treaty. As well as the treaties listed in the Act, that definition includes

“any Treaty entered into, as a treaty ancillary to any of the Treaties, by the United Kingdom”.

The convention is ancillary to the EU treaties because it contains some matters that lie within the competence of the European Union, although the EU is not itself able to be a party to the convention. Those parts that do not fall within EU competence are ancillary to the transport and employment provisions of the EU treaties, in particular where they concern the promotion of social protection and the raising of the standard of living and employment of fishermen.

As an EU Council decision was passed authorising ratification by EU member states, followed by a directive in 2017 implementing a European social partners agreement on the convention, and as it is not possible to ratify conventions piecemeal, it is appropriate that the convention is deemed to be ancillary to the treaty.

There is also precedent for using this route. The convention could be regarded as a sister convention to the maritime labour convention 2006. That MLC, widely regarded as a Bill of Rights for seafarers—other than fishermen—was implemented into UK law in 2014. This House approved the European Communities (Definition of Treaties) (Maritime Labour Convention) Order 2009 to use the powers of section 2(2) of the 1972 Act to implement the MLC into UK law.

As the work in fishing convention is intended to provide similar protections for fishermen as the MLC did for merchant seafarers, it is appropriate that the same method be used to provide powers to implement the convention. Section 1(3) of the European Communities Act 1972 provides that treaties entered into by the United Kingdom after 22 January 1972 shall not be regarded as EU treaties as defined in the Act unless they are specified as such in an Order in Council.

Section 1(3) of the Act further provides that no treaty shall be so specified unless a draft of the Order in Council has been approved by the resolution of both Houses of Parliament. The convention cannot be implemented into UK law unless the Government have the powers to do so. The alternative to using this draft order is to make and use new primary legislation for this purpose. As Parliament has limited time available, using the order is the most appropriate and cost-effective way forward.

Finally, I hope the order will have cross-party support today, as it has complete support from across the fishing sector.

--- Later in debate ---

[Ms Ghani]

I have highlighted the importance of the convention for fishermen and the fishing industry, and I am pleased that we have cross-party support for this important issue, because it reflects the sector’s support for this order. I will address some of the issues raised. One was the support for ILO 188 and the ongoing work of the MCA. Just to reiterate, the membership of the tripartite group that has supported this order comprises the National Federation of Fishermen’s Organisations, the Northern Ireland Fish Producers Organisation, the Scottish Fishermen’s Federation, the Welsh Fishermen’s Association, Nautilus International and Fishermen’s Mission. The work will continue in order to ensure that the order is phased in to support the industry and fishermen. Of course, the support that is being made available to fishermen through the order will continue during the transition period.

I will touch on modern slavery, if I may. That issue is constantly addressed not only in my Department, but in the homeland security Department. This ILO convention removes any ambiguity about what the minimum standards for health and safety and living and working conditions should be for fishermen. It also requires every fisherman to have a work agreement clearly set out. That will to some degree challenge modern slavery when efforts are being made to deal with people who are working on shipping vessels.

I therefore propose that the order be made under section 1 of the European Communities Act 1972 in order to use the powers in section 2 of that Act to facilitate implementation of those provisions of the convention that are not either already implemented in UK law or capable of being implemented using existing powers. This will enable the United Kingdom to meet its international obligations and improve living and working conditions in our fishing industry. The order is intended to ensure that the Government have the powers fully to implement the convention in UK law to improve the health, safety and wellbeing of all commercial fishermen in the UK. It is fully supported by the UK social partners, hon. Members here today and the Government.

Question put and agreed to.

Maritime and Coastguard Agency Business Plan 2018-19

Nusrat Ghani Excerpts

Monday 26th March 2018 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I am proud to announce the publication of the Maritime and Coastguard Agency’s (MCA) business plan for 2018-19. The MCA does vital work to save lives at sea, regulate ship standards and protect the marine environment. The Agency affects not just those working on the coast or at sea, it upholds the legacy of our great maritime nation.

The business plan sets out:

the services that the agency will deliver and any significant changes it plans to make;

the resources the agency requires; and

the key performance indicators, by which its performance will be assessed.

This plan allows service users and members of the public to assess how the agency is performing in operating its key services, managing reforms and the agency finances.

The business plan will be available electronically on www.gov.uk and copies will be placed in the Libraries of both Houses.

[HCWS583]

High Speed Rail (West Midlands-Crewe) Bill: Additional Provision

Nusrat Ghani Excerpts

Monday 26th March 2018 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I would like to inform the House about the introduction of an additional provision to the High Speed Rail (West Midlands - Crewe) Bill, which is currently before the Select Committee.

The additional provision proposes a number of changes to the powers in the Bill for the Select Committee’s consideration. Those directly and specially affected by these changes may petition against them, and once any petitioners have been heard, the Committee will decide whether the amendments to the Bill should be made. The petition period, set by the Chairman of Ways and Means, finishes on 27 April.

One of the changes in the additional provision relates to a minor change in the alignment of the Phase 2a route near Stone. Other changes relate to ongoing design discussions with utility companies, to highway works on junctions to address traffic and safety issues, and requirements for additional land for environmental mitigation works. In some cases, these changes affect land some distance from the line of route.

Full details are shown in the plans and sections deposited alongside the additional provision. Affected landowners will receive formal notification this week, including information on how to petition against the changes if they should decide to do so.

Standing Orders require that an estimate of expense be prepared, to a prescribed format. This sets out the gross costs of the land and works in the additional provision. However, the costs of works and land avoided through these amendments is expected to produce an overall reduction in the costs of the scheme.

I am also publishing an environmental statement setting out any likely significant effects from the changes in the additional provision, alongside a supplementary environmental statement reporting new environmental information relating to the scheme. In accordance with Standing Orders, there is a public consultation on these documents which will run until 14 May. The documents will be put in the Libraries of both Houses, and will also be made available in locations open to the public in all local authorities and parishes affected by changes.

[HCWS581]

Wheelchair Spaces on Buses

Nusrat Ghani Excerpts

Thursday 8th March 2018 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

The Government believe that where people live, shop, go out, or park their car should not be determined by their disability and recognise the importance of accessible transport networks in supporting disabled people to live independent lives and fulfil their potential.

In January 2017 the Supreme Court handed down its judgment in the case of Paulley v. FirstGroup plc, concerning the “reasonable adjustments” which must be provided by bus operators to enable wheelchair users to access the on-board wheelchair space.

The Supreme Court judgment states that FirstGroup’s policy with regard to use of the wheelchair space was insufficient to meet the requirements of the Equality Act 2010, and that bus drivers should be required to do more than simply request that a person vacates the wheelchair space, including suspending the journey if needed. The judgment did not provide clarity on precisely what action a service provider should require its drivers to take or how the needs of both passengers in wheelchairs and other bus users, disabled or otherwise, should be taken into account.

In order to understand the implications of the judgment for disabled people, the bus industry and other passengers, and to identify actions for Government and others to take to ensure that required adjustments can be provided on buses we established a stakeholder “task and finish group on the use of wheelchair spaces on buses” (the group).

The group’s report to Ministers stated that:

“Our view is that drivers need to play an active role in ensuring that the wheelchair space is made available for passengers in wheelchairs, which includes requiring other passengers to move where necessary, but that drivers also need more powers than they have currently to enable them to do this effectively”.

The group agreed that while wheelchair users should be granted access to the on-board wheelchair space they may not be the only passengers who rely on using it, but that where other passengers do not have such a need they should be expected to vacate the space in order that it can be occupied by a wheelchair user.

The group made four specific recommendations:

That the Public Service Vehicles (Conduct of Drivers, Inspectors, Conductors and Passengers) Regulations 1990 (the Conduct Regulations) are amended to enable drivers to remove passengers from the bus who unreasonably refuse to move when requested from the wheelchair space;

The associated guidance is amended to better reflect the behaviours expected from drivers and passengers with respect to use of the wheelchair space;

Further work is conducted to consider how best to raise public awareness of the behaviours expected from passengers with respect to the wheelchair space, for example a public awareness campaign, or improved signage on buses; and

That conditions of carriage and disability awareness training best practice guidance are updated to reflect the fact that passengers will be required to move from the wheelchair space should it be required by a passenger in a wheelchair.

I am grateful to the group for their careful consideration of this complex issue.

Government agree with the group that the wheelchair space should be available to those who need it and that the balance of measures proposed, supporting bus drivers to facilitate access to the wheelchair space, and creating an environment where the needs of disabled passengers are recognised and respected should help to overcome the barriers still faced by some disabled people when using bus services.

In accepting the group’s recommendations in principle we will begin a process of further engagement to understand the specific experiences of a range of stakeholders affected by the wheelchair space issue, including wheelchair users, parents travelling with young children, and bus drivers—with a view to bringing forward a package of measures in 2018, informed by the group’s recommendations and our further consideration, to support access to the wheelchair space.

Disabled people make 10 times as many journeys by bus as by rail, and it is essential that the services they rely upon to access education, employment, social and leisure activities are accessible to them. We hope that in supporting access to the wheelchair space for those who need it we will help many more disabled people to travel with confidence.

Copies of the task and finish group’s report to Ministers and accompanying letter have been placed in the Libraries of both Houses.

Attachments can be viewed online at:

http://www.parliament.uk/business/publications/written-questions-answers-statements/written-statement/Commons/2018-03-08/HCWS523/.

[HCWS523]

Draft Enhanced Partnership Plans And Schemes (Objections) Regulations 2018

Nusrat Ghani Excerpts

Wednesday 7th March 2018 General Committees

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I beg to move,

That the Committee has considered the draft Enhanced Partnership Plans and Schemes (Objections) Regulations 2018.

It is a pleasure to serve under your chairmanship, Mr Rosindell. The Bus Services Act 2017 contains a range of options to improve local bus services in England. In addition to franchising, new and improved options allow local transport authorities to enter into partnerships with their local bus operators to improve services for passengers. One of those, the enhanced partnership regime, allows local authorities to define a geographical area in which it provides new facilities such as bus priority measures, or take other measures that would make bus services more attractive, such as reducing car parking provision or increasing its cost.

In return, local bus operators are required to meet service standards specified as part of the scheme. That can include a multi-operator smart ticketing scheme, a requirement to operate cleaner vehicles, or provision of comprehensive timetable and fares information. The partnership can also limit the number of vehicles that operate along specific corridors to reduce congestion or improve air quality, or require the buses to co-ordinate their timetables with other modes of transport, such as rail services.

The draft regulations, which were laid before the House on 17 January, set out the mechanism by which the bus operators may formally object to the package of proposals during the development of an enhanced partnership scheme. A key element of enhanced partnerships is that only the majority of bus operators need to agree to the proposal in order for it to go ahead. That means that improvements to bus services that are supported by the local authority and the majority of bus operators cannot be prevented from being introduced by a blocking minority of operators who, for whatever reason, do not wish the partnership to be introduced.

The 2017 Act provides a mechanism to allow individual operators an opportunity to object to the proposal to make an enhanced partnership plan or scheme at two key stages: the first opportunity to object arises when the proposal for an enhanced partnership scheme is subjected to a formal public consultation; and the second opportunity arises if the plan or scheme is modified following the consultation.

The draft regulations set out the process for determining whether the number of operators objecting to the enhanced partnership plan or scheme, as proposed or modified, is sufficient to stop it from proceeding any further. If that happens, the partnership would need to renegotiate the package until the objections fall below the statutory threshold. The regulations provide two criteria that need to be satisfied to determine whether there are sufficient objecting operators to stop the partnership proposal. Both criteria need to be considered and either one of them, if met, would be enough on its own to stop further progress.

We will now drill into the detail. The first criterion for objections to be sufficient is that the objecting operators together represent 25% of operated bus mileage in the partnership area, where at least three bus operators are objecting. If fewer than three operators run bus services in the area, the draft regulations require all of them to object in order for this criterion to be satisfied. That ensures that objections are raised by operators with a significant stake in the local bus market, while at the same time preventing a single operator or a pair of dominant operators from exercising an effective veto.

The second criterion is that objections are received from 50% of local bus operators that together operate at least 4% of operated mileage in the partnership area. That prevents a large number of operators that together have only a relatively small stake in the bus market from objecting to a partnership that is supported by the local authority and the operators with the largest stake in that bus market.

I will now explain how those thresholds were arrived at. The bus market in England has been deregulated since 1986, and the number and size of bus operators in individual areas varies greatly. The objections thresholds in the draft regulations cater for that and were arrived at following detailed analysis of real-world bus markets by my officials in the Department for Transport and discussions with key stakeholders such as bus operators and local authority stakeholder groups. The objections mechanism was subject to a full consultation exercise between 8 February and 21 March last year.

Even taking that into account, however, it would not be possible for any statutory criteria adequately to cater for all the different bus markets in England where enhanced partnerships may develop. That is why the 2017 Act also allows further flexibility. The statutory objection thresholds in this instrument are required to apply only when a plan or scheme is introduced. An enhanced partnership can also include a bespoke objection mechanism for use when an existing scheme is varied or discontinued. That allows individual partnerships to adopt an objection mechanism that better suits their needs.

The draft instrument also sets out those services that are not eligible to take part in the objection mechanism, in addition to community bus services, which under the 2017 Act are not required to meet the requirements of an enhanced partnership scheme. That includes tour buses, services that operate less than 10% of their mileage in the partnership area and services paid for under subsidy by the local transport authority. Since the Act came into force in June last year, nearly 30 local authorities up and down the country have either expressed an interest or are actively pursuing an enhanced partnership with their local bus operators. However, there will inevitably be some operators that will seek to block progress, perhaps because the improvements proposed are not in their commercial interest or they prefer the freedom to operate in a fully deregulated market.

These regulations seek to strike a balance, ensuring the partnership has broad support from local operators without allowing a minority to block vital improvements that will make local bus services better for passengers. I ask the Committee to give these regulations its full support.

--- Later in debate ---

[Ms Ghani]

I welcome the comments from the hon. Member for Keighley. He is absolutely right: bus services are vital for getting people across our constituencies. They are also vital for our constituents because family demographics have changed and more and more people rely on bus services; more people travel to work on a bus than on any other form of public transport.

To date, 30 providers are in negotiations with the Department for Transport, and many more have shown an interest. I have some facts and figures to hand, and if I am able to make them public, I will of course do so. We are keen to ensure that those relationships come about as soon as possible. We are keen to enable local authorities to work with local bus operators to provide a service that passengers want to take.

The hon. Member for Harrow West spoke about community transport, which is not covered under this regime because community transport is not the bus service we are trying to tackle here. This is about members of the general public getting on a bus service that stops at stops; it is not a dial-a-ride or specific kind of service.

[Gareth Thomas]

I am grateful to the Minister for that clarification. Nevertheless, will she recognise the depth of concern across the House about the future of community transport, given what her ministerial colleagues appear to be proposing in response to pressure from a small group of bus and coach operators?

[Ms Ghani]

I believe that the Minister responsible for community transport has been in communication with local authorities and people who are actively involved in that particular community bus situation. The Minister has announced a fund of £250,000 in this financial year to fund advice for operators that might be affected by any changes. We are also working with the Driver and Vehicle Standards Agency to ensure that a proportionate response is made to operators working toward urgent compliance.

Returning quickly to the hon. Member for Keighley, because I know he has a huge amount of experience in this area and I would not want to give him any inaccurate information, Nottingham City Council will probably be the first to implement that, perhaps as early as later this year.

With regard to the comments by the hon. Member for Reading East, I am pleased that Labour supports the regulations. It is vital that we encourage bus usage, and to do that we must be able to support our local authorities and they must be able to form partnerships with local bus operators to provide a service that passengers want. They can do that by having priority bus lanes, looking at ticketing and looking at the service that is being provided. The key point is that the decision is made locally.

Enhanced partnerships are a new type of partnership agreement that did not exist prior to the 2017 Act, and I am encouraged by the interest that local authorities and bus operators have already shown. The objection mechanism is a key part of the regime and it is important that the mechanism in the regulations strikes the right balance between allowing operators a fair say on what should go into these schemes and preventing a minority from stopping improvements that would benefit passengers.

The hon. Member for Reading East asked for information on the consultation process. That process was conducted fully and involved the Confederation of Passenger Transport, the Urban Transport Group, the Association of Transport Coordinating Officers and the Association of Local Bus Company Managers, which represents small bus operators. The consultation process looked at mileage, patronage and threshold, which were agreed by the majority of respondents. That is how we came up with the figure we have today.

The fact that the mechanism is in secondary rather than primary legislation gives the flexibility to amend and further debate the rules in future. My Department will not hesitate to do so if that is required to ensure the ongoing success of these schemes.

--- Later in debate ---

[Ms Ghani]

I thank my hon. Friend for his comments. He is a strong champion for his community. The draft regulations do not cover community transport; they cover a bus service that is picked up by members of the public. They do not allow anyone to monopolise the market. If a local authority wants to set up a partnership that enhances a bus service within a community, it is able to do so without objection from one provider that tries to crowd out everybody else or lots of small providers that do not provide enough services to be able to decide what should be provided in that community. I will take his comments to the Department and to my colleague, the Minister with responsibility for community transport. Such partnerships will enable local authorities to leverage more with bus operators to provide a service that is important for their communities.

[Gareth Thomas]

Will the Minister be willing to commit herself—or, more appropriately, her colleague, the Minister with responsibility for community transport—to meeting a group of Members from both sides of the House who are concerned about the future of community transport and the Government’s proposals for changes to licensing?

--- Later in debate ---

[Ms Ghani]

I am nervous about committing a colleague to a meeting. The Minister with responsibility for community transport often talks about this in the Chamber and meets representatives. We all have community transport providers in our constituencies, and we want to make sure that they and local bus providers deliver a service that our constituents want. If the hon. Gentleman writes to the Minister, I do not doubt that he will receive a full response to all his questions.

Question put and agreed to.

Draft Seafarers (Insolvency, Collective Redundancies and Information and Consultation Miscellaneous Amendments) Regulations 2018

Nusrat Ghani Excerpts

Tuesday 6th February 2018 General Committees

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I beg to move,

That the Committee has considered the draft Seafarers (Insolvency, Collective Redundancies and Information and Consultation Miscellaneous Amendments) Regulations 2018.

It is a pleasure to serve under your chairmanship, Mr Bailey. The draft regulations will amend the Employment Rights Act 1996, the Trade Union and Labour Relations (Consolidation) Act 1992 and the Information and Consultation of Employees Regulations 2004. Together with the Seafarers (Transnational Information and Consultation, Collective Redundancies and Insolvency Miscellaneous Amendments) Regulations 2018, the draft regulations will transpose the requirements of the seafarers directive into the law of Great Britain. Northern Ireland is making provision to transpose those elements for which it has devolved responsibility.

In simple terms, the purpose of both sets of regulations is to ensure that seafarers and share fishermen, where employed, are provided with the same level of employment protection as those working on UK soil with regard to insolvency, collective redundancies, transfers of undertakings, information and consultation and works councils. They further demonstrate our commitment to ensuring that employment rights are protected in the UK.

In its 2009 communication, “Strategic goals and recommendations for the EU’s maritime transport policy until 2018”, the European Commission stressed the need to promote maritime employment and address shortages of European seafarers. It established a taskforce to look into measures to strike a balance between the employment conditions of EU seafarers and the competitiveness of vessels registered within the European Union. The taskforce submitted its findings in early July 2011 and identified five employment directives that contained derogations for seafarers that, if member states chose to apply them, allowed land-based workers greater employment rights than those at sea. It also identified the posting of workers directive, but it was quickly recognised that that directive required major amendments that went beyond providing for the potential inclusion of seafarers.

The purpose of the seafarers directive was to remove the derogations and address the anomaly that land-based workers may enjoy greater employment rights than those at sea. Because member states have been able to apply derogations on an ad hoc basis, the result has been that businesses in one member state have been able to comply with less favourable social protection for seafarers than those in another.

The Government and the UK social partners—Nautilus International, the RMT and the UK Chamber of Shipping—have been fully supportive of the seafarers directive. The UK social partners were at the forefront of discussion with the European social partners and were instrumental in steering them. The Government have fully engaged with the social partners.

I will not detail all the amendments that the draft regulations will make, because most of them simply delete existing provisions. Instead, I will draw to the Committee’s attention the reason for some of them. The UK has previously made use of derogations in relation to share fishermen, as it considers them to be self-employed. Share fishermen are fiercely protective of their status and I should be clear that the draft regulations will not amend their employment status, but it is recognised that in certain limited circumstances share fishermen may be considered to be employed. In such circumstances, they should have the same rights required by the seafarers directive and enjoyed by those employed in other forms of work.

The draft regulations will amend the Employment Rights Act and the Trade Union and Labour Relations (Consolidation) Act to include share fishermen, where employed, in matters relating to insolvency and collective redundancies. Part XI of the Employment Rights Act 1996 provides protection for employees in the event of a redundancy that arises in the context of the insolvency of an employer. Regulation 2(2) will remove the exclusion relating to part XI in relation to employed share fishermen. This amendment is not made for the purpose of implementing the amendment made to the 2008 directive by article 1 of the seafarers directive, but is made pursuant to the power in section 209(1)(c) of the Employment Rights Act.

Part XII of the Employment Rights Act provides protection for employees in the event of insolvency and implements in Great Britain directive 2008/94/EC, relating to the protection of employees in the event of the insolvency of their employer—otherwise known as the insolvency directive. Article 1 of the seafarers directive amends the 2008 directive by ensuring that seafarers employed as share fishermen are brought within the scope of the directive. To implement the amendment, regulation 2(2) will amend section 199 of the Act by removing the exclusion relating to part XII in relation to employed share fishermen. Regulation 2(3) will correct a previous omission and amend section 199 of the Act to bring merchant seamen within the scope of part XII, as previously provided for by the insolvency directive.

The derogation for the crews of seagoing vessels that was included in directive 1998/59/EC in relation to procedures for handling collective redundancies was removed by the seafarers directive. The UK had not relied on this derogation in relation to merchant seamen, but an amendment is made to section 284 of the Trade Union and Labour Relations (Consolidation) Act to bring employed share fishermen within the scope of part IV, chapter II of the Act.

The Government have also made very limited use of the derogations for seafarers with regard to information and consultation. An employer was permitted to exclude merchant navy crew engaged on voyages of 48 hours or more from being a negotiating representative or an information and consultation representative. Furthermore, unless an employer permitted it, no long-haul crew member could stand as a candidate for election as a negotiating representative or an information and consultation representative. Nor could they be appointed or elected to be a negotiating representative or an information and consultation representative. A long-haul crew member was defined as a person in the merchant navy who was not a ferry worker or a person who normally works on voyages of less than 48 hours. These derogations will be removed by the regulations.

The regulations do not implement the other provisions of the seafarers directive on participation in European works councils, notification of collective redundancies and the transfer of undertakings. The first two of these requirements will be provided for by the Seafarers (Transnational Information and Consultation, Collective Redundancies and Insolvency Miscellaneous Amendments) Regulations 2018 which were made under the negative resolution procedure and enter into force today. In the case of the amendments to the transfer of undertakings directive, no further implementation into domestic law has been required and guidance on the provisions in the directive has been published by the Department for Business, Energy and Industrial Strategy.

It may be noted that collective redundancies and insolvency appear in both instruments. Under the other instrument it provides new powers that place an obligation on an employer to notify the competent authority of the vessel’s flag state in the event of a collective redundancy involving the crew of a seagoing ship. In this regard the competent authority would be the Maritime and Coastguard Agency.

As a consequence of the amendments to the insolvency directive, the negative instrument also makes minor amendments to section 165 of the Pension Schemes Act 1993 on the insolvency of an employer of merchant seamen.

The regulations before the Committee are intended to ensure that seafarers and share fishermen have the same employment rights and protections as those who work in land-based roles. It is fully supported by UK social partners and the Government and I commend it to the Committee.

--- Later in debate ---

[Ms Ghani]

I must point out that this is my first go at a Delegated Legislation Committee as a Minister, Mr Bailey. Thank you for your patient chairmanship.

Before I tackle some of the points raised by the hon. Gentleman, it is important to note that the draft regulations have support from across the House, from the unions and from everybody involved in the sector. I do not recognise his thesis on job losses. The maritime industry is booming. Only last night, it had its annual dinner, at which we celebrated the increase in funding to ensure that even more seafarers can train in this country. The reputation of British seafarers is long and wide.

The hon. Gentleman raised the issue of the national minimum wage. Seafarers are entitled to the national minimum wage when they are working in UK internal waters and ports, regardless of their nationality or their ship’s flag; outside UK internal waters on a ship with a UK flag, unless their employment is wholly outside the UK or they are not ordinarily resident in the UK; and outside UK internal waters on a ship without a UK flag if they ordinarily work in the UK. The issue of the national minimum wage has been raised several times in the Chamber by many colleagues across the House, and in my few weeks as a Minister I have raised it with the Department. I believe that a report is being undertaken by a working group from the Department for Business, Energy and Industrial Strategy. Recommendations will be published shortly, and no doubt I will share them with the House. If we have not already had that conversation, we will be keen to have it going forward.

I am not sure what more to add, because we are all keen to put the draft regulations on the statute book. Fundamentally, they will allow seafarers the rights we enjoy on land. Seafarers are 20 times more likely to be at risk of harm from their work than those in other industries, and five or 10 times more likely than those in the construction industry. The time they spend working out at sea is being reduced—previously it was 30 to 40 years, but now it is 15 to 20 years—so it is absolutely right that they enjoy all the security we have. I commend the draft regulations to the Committee and hope that they will receive support across the House.

Question put and agreed to.

Maritime Training

Nusrat Ghani Excerpts

Friday 2nd February 2018 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I am proud that the United Kingdom has one of the most vibrant and competitive maritime sectors in the world. We are an outward-looking, global trading maritime nation proud of our maritime history but forward looking and ambitious for our future.

Our success though, relies above all else on our workforce. The United Kingdom is recognised all over the world for its leading maritime education and training and for the very best seafarers that are produced. Our well-trained and skilled cadets are responsible for many of our vital needs bringing them efficiently and safely to our shores.

I am therefore pleased to announce that we will be doubling the Government’s financial support for maritime training, the so-called SMarT fund, from £15 million to £30 million to introduce a new SMarT Plus option. I am committed to continue building capacity and diversity within our maritime workforce so it can capitalise on every opportunity the market provides. I recognise the importance of transferable skills and the essential role seafarers play in supporting the wider maritime sector when they return from sea to shore-based careers. Increasing our support for maritime training is essential in order for our great maritime nation to maintain its global position as a market leader. This is never more important than it is today as we prepare to leave the EU and take an even more global outlook.

Seafarers are highly skilled professionals entering STEM related careers. smart plus funding will be available from April 2018 and will also support the year of engineering though stimulating the availability of training opportunities for deck, engine and electro-technical cadets. The 2018-19 cohort of SMarT Plus cadets will begin their on-ship training in the months before we leave the EU.

A key strength of the UK’s maritime sector is our strong relationship with industry. I value the work of the UK Chamber of Shipping, Nautilus International and the Merchant Navy Training Board in developing and refining the SMarT Plus proposal in conjunction with my Department’s officials. An opportunity was clearly identified to create a resurgence in maritime training and increase the competitiveness of SMarT. There is no shortage of people applying for cadetships and it is only right that we capitalise on this momentum and create the conditions for more UK training and employment opportunities within the maritime sector. I am delighted to be working with the maritime industry and trade unions and together we will build a stronger UK maritime workforce.

Notes:

SMarT Plus is a package that will see SMarT funding doubled, over a 7 year period, from £15 million to £30 million per year.

This will enable the cadet intake to increase from 750 to 1,200 each year.

In return, shipping companies will create additional UK training positions and commit to employ newly qualified SMarT Plus officers.

This will enable SMarT Plus officers to gain the 12 months sea time experience that is required to enable them to progress to their 2nd Certificate of Competency.

UK officers holding a 2nd Certificate of Competency are particularly valued throughout industry. Their quality, leadership and training makes them highly employable.

[HCWS444]

Rail Services (Bedfordshire)

Nusrat Ghani Excerpts

Tuesday 23rd January 2018 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

It is a pleasure to serve under your chairmanship, Mr Paisley, in my first ever Westminster Hall debate. To prevent any confusion, I must say that I am not the Rail Minister. The Rail Minister, the hon. Member for Orpington (Joseph Johnson), is in the Space Industry Bill Committee, so I will do my best to respond to all the hon. Members here today.

I will start by thanking all hon. Members who have contributed to the debate. I congratulate the hon. Member for Luton South (Mr Shuker) on securing the debate and thank him for allowing other hon. Members to voice their concerns. As a proud Lutonian, I have many family members in Luton who have given me an update on their travel journeys since I have been in the Department for Transport.

I have listened carefully to all the representations about the immediate plans for rail services through Bedfordshire and it is clear that hon. Members and their constituents have lost patience. It is also clear that public trust, or at least confidence, has suffered. That is in part because of the lack of consultation about plans to introduce new but important changes to services across Bedfordshire. I will say more about that shortly.

I apologise to passengers and to local businesses who will be inconvenienced by the planned service alterations in May. I recognise the short-term pain that those changes will cause to commuters and businesses. I can assure hon. Members that the Government, Network Rail and the train companies are doing everything possible to mitigate the impact of these changes on rush hour passengers. For example, we are currently exploring the potential for running an additional “peak-busting” East Midlands Trains service direct between Bedford and St Pancras.

I want to be clear about two things. The enhancements that we are delivering on Thameslink and the midland main line are essential to sustaining the long-term prosperity of Bedfordshire and the east midlands. I know that the hon. Member for Luton South is chair of the all-party parliamentary group for Thameslink, so he knows much more than I do about that, but I gathered from his speech that he is convinced that the investments are being made for the right reason. The passengers, businesses and communities who will have to cope with some service reductions are the very people who will benefit in the future from newer, faster trains, more services, more seats and more destinations.

I also highlight that we are dealing with challenges associated with success and not failure. More people are travelling on trains than by any other form of transport.

[Mohammad Yasin]

May I correct the Minister? It will not be extra seats but fewer seats for commuters travelling from Bedford. We are losing 2,000 seats when we lose the EMT train service and gaining 1,200. There will be fewer seats available, not more.

[Ms Ghani]

The paper I have in front of me tells me that there will be 2,000 seats available. I am aware of the note that the hon. Gentleman sent through to the Department; unfortunately, there was a change of Minister, so that note has been passed on to the new Rail Minister. I know the hon. Gentleman has requested a meeting with his passengers and constituents, and I believe the new Rail Minister will honour that and have the meeting to explain further the impact of the changes on the hon. Gentleman’s constituents in the short term and the benefits for them in the long term. That note has been passed on, and no doubt the Minister will be present at the meeting that the hon. Gentleman wishes to convene.

I recognise that these statements will be of little comfort to hard-pressed commuters who face the prospect of travelling on fewer trains, even if they will be more certain of a seat for their journey during that time. However, the reality is that demand for rail travel is exceeding supply. The Thameslink programme and the upgrade of the midland main line represent only two examples of the major investments that this Government are making across the country to give passengers the rail services they demand.

Last year we announced our intention to commit some £48 billion to improving the reliability of the rail network between 2019 and 2024—all this in addition to the £55 billion already planned for HS2. However, the clear and unavoidable cost to passengers of delivering all those improvements is that there is often an impact on current services in the interim.

I will go back to the question of consultation, which was raised by the hon. Member for Luton South. May 2018 represents one of the largest timetable changes in recent rail history, affecting services across the south-east of England and beyond. The hon. Gentleman also quoted the Rail Minister’s comment that solutions are not always perfect, but that we need to make the changes to increase capacity and reliability on the line. I am rushing through, because we have a short time, but I hope to get to everyone’s points.

In the meantime, let us not forget that the £7 billion Thameslink programme was designed to transform the rail services that are so important to constituents and to the long-term prosperity of Bedfordshire. The upgrade of the midland main line is planned from May 2018 to 2020, and unfortunately Bedford and Luton town will lose East Midlands services in the peak while the upgrade is delivered. However, the Department has agreed to fund East Midlands Trains to lease three additional high-speed trains. In addition, as part of the timetabled development work, East Midlands Trains has found a way to maintain its existing calls at Luton Airport Parkway in the peak, enabling airport passengers from north of Bedford to continue to enjoy a direct service.

However, during that time they will benefit from more frequent Thameslink services. Those services will provide over 2,000 extra peak-time seats from Bedford and over 3,000 from Luton each morning. At Luton, that is far in excess of the number of seats on EMT trains that will no longer be able to call there—most, if not all of which are already occupied. That will be welcome news to some passengers, I am sure. Thameslink will also provide an alternative fast service with fewer stops, delivering journeys of around 45 minutes between Bedford and London, and of around 30 minutes between Luton and London. For some passengers, the convenience of a regular direct Thameslink service to the heart of London will make for an easier commute.

The hon. Member for Luton South mentioned accessibility to platforms and trains. That is within my portfolio, and having done some research I have been assured that Thameslink has better facilities on its trains, better access to toilets, better wi-fi and wider doors, and step-free access to platforms at Bedford but not at Luton. I am more than happy to sit down with the hon. Gentleman to work out what more we can do to apply pressure to ensure accessibility is available to all.

As I said, I recognise that that will be of little comfort to some passengers during the midland main line upgrade. The situation for them will be resolved from 2020, which coincides with our exciting plans for the new East Midlands franchise, on which, I am delighted to say, we conducted a full and thorough public consultation. That consultation is now closed; I thank all those who contributed to the discussion on our proposals. The contributions are being evaluated and we will release our response soon, alongside the invitation to tender for bidders.

Our plans for the East Midlands franchise invite proposals for a brand-new fleet of longer, quieter, more comfortable and more efficient trains, which will provide additional seating with improved on-board facilities on long-distance services. Together with the investment in the midland main line upgrade, a fleet of high-quality electric trains will provide up to 50% more seats in the peak on the fast, direct service between Corby, Kettering, Wellingborough, Bedford, Luton and Luton Airport Parkway, and London St Pancras by December 2020. The next operator of the franchise will also have to bring forward exciting and innovative plans to improve customer service and the provision of information to passengers, and offer tickets that serve flexible travel patterns and improve value for money.

As part of a strategic vision for the railways that puts passengers first, we will also require new ways of working under the next franchise. Therefore, in keeping with our strategy for the railways published last November, the new East Midlands franchise will bring to an end the historic separation of track and train. That separation is no longer suitable for meeting the challenges of today’s intensively used rail network. In its place we will introduce a “one team” approach that will embed shared incentives between Network Rail and the new operator to ensure that passenger interests come first in all decision making. I hope all hon. Members will agree that that vision for the new franchise will ensure that East Midlands services play a full role in securing the long-term economic prosperity of the region.

I thank all hon. Members for contributing to the debate, which has been stimulating. I hope I have answered most questions; if there are any that I have not answered, I am sure that the Rail Minister will most certainly follow up in writing, if not in the meeting that the hon. Member for Bedford (Mohammad Yasin) wishes to convene. I also hope that I have left hon. Members in no doubt that we recognise the importance of Bedfordshire’s prosperity to our national success. For that reason, we have invested and continue to invest at historic levels in enhancements to rail network, trains and services. A railway fit for the 21st century is our vision, and we are rolling out the plans to get us there. Unfortunately, sometimes that comes with unavoidable short-term consequences, for which I have apologised. I assure hon. Members that the Department will continue to work hard with Network Rail and the train operators to mitigate those as far as possible.

I will close with one of the lines used by the hon. Member for Luton South: the £75 billion that we want to deliver must deliver improved quality of service for our passengers and value for money.

Question put and agreed to.

Rail Connectivity

Nusrat Ghani Excerpts

Friday 19th January 2018 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I congratulate the hon. Member for Leigh (Jo Platt) on securing this debate. As she knows, the Government are committed to creating a northern powerhouse to rebalance our economy. Improvements in transport connectivity are central to that and support a broader strategy for building that northern powerhouse, including investment in business, innovation, health, agriculture and culture, which the hon. Lady mentioned.

Between 2015 and 2020, the Government will spend over £13 billion improving and modernising northern transport—this is the biggest transport investment in the region for a generation—and we are also committed to giving the great towns and cities of the north more say over transport investment through Transport for the North. As part of that plan, the northern powerhouse rail programme aims to dramatically improve connections between major cities across the north of England. Transport for the North is considering a range of options, including whether other significant economic centres could be served by northern powerhouse rail. We will receive a business case from Transport for the North later this year.

Before addressing Leigh, I will highlight the significant transport investment already under way in Greater Manchester and across the north to support the northern powerhouse. We are investing around £40 billion in our network as part of our biggest rail modernisation programme for more than a century to provide faster journeys and more comfortable trains. That includes delivering improved journeys for passengers right across the north.

Through the growth deal process, the Government have provided the Greater Manchester local enterprise partnership with £663.4 million to support its investment in transport to provide a better integrated transport network across Greater Manchester. As part of the Northern and TransPennine Express franchises, and as part of the Great North Rail project that is currently being delivered, Wigan will benefit from the frequency of trains to Manchester via Atherton being increased to four an hour using newly refurbished trains. The rail route between Liverpool and Wigan has also been upgraded.

By 2033, up to 18 trains will be running each hour on High Speed 2, carrying up to 1,100 passengers each. HS2 will free up space on our existing railways for new commuter, regional and freight services. During construction, it will generate 25,000 jobs and 2,000 apprenticeships. It will also support growth in the wider economy, worth an additional 100,000 jobs.

The Government have given £2.5 million to Greater Manchester to develop a local growth strategy that will propose ways of spreading the benefits of HS2 beyond the immediate station vicinity and improving connectivity from HS2 stations to the wider conurbation. The Government will continue to work with Greater Manchester to help to deliver those plans.

Leigh will be able to access HS2 services from multiple locations, including Wigan, Manchester airport and Manchester Piccadilly, which is readily accessible by public transport from Leigh, including via the new busway. HS2 will also join the west coast main line at Golborne, south of Wigan, as well as at Crewe. By linking to the west coast main line, HS2 will deliver benefits to areas such as Preston and Lancaster in north-west England and all the way up to Glasgow and Edinburgh in Scotland. Growth strategies developed by local areas will also play an important part in spreading the regeneration benefits of HS2 beyond those places it serves directly.

[Jo Platt]

The Minister talks about connecting to HS2, but it will take more than an hour for some of my constituents in Mosley Common to travel into Wigan by public transport. How will they access HS2 in good time? It will take passengers less time to travel from Wigan to Birmingham.

[Ms Ghani]

I am pleased the hon. Lady does not deny all the benefits that HS2 will bring to the area. There has been investment in public services, and a lot of these decisions have been devolved to the local Mayor, whom she can challenge to take up the case. She cannot deny the opportunities that HS2 has opened up to the region.

As the Chancellor announced at the Budget, the £1.7 billion transforming cities fund will address weaknesses in city transport systems in order to raise productivity and spread prosperity. It will fund new local transport links, making it easier to travel between more prosperous city centres and frequently struggling suburbs. That will help to ensure that people across the country have better options to combine different modes of transport by supporting projects that will improve connectivity, reduce congestion and introduce new mobility services and technology.

We have already seen the impact of better integrated transport links for both passengers and the local economy in cities such as Nottingham and Manchester. The new transforming cities fund will enable more English cities to reap those benefits, helping to deliver the opportunities and ambition of the industrial strategy across the country, as well as driving forward the northern powerhouse and the midlands engine. Greater Manchester will receive £243 million from the transforming cities fund. As part of the Greater Manchester Combined Authority, it will be for the Mayor and the GMCA to decide whether to use this allocation to develop projects to improve connectivity in the Leigh area—I hope that helps to address the earlier question.

The Government have been very clear that we need better travel connections in the north. To address this, we are already spending record amounts on transformational projects, such as HS2 and the Great North Rail project; new trains and extra services, through improved franchises; and £3 billion on roads to make journeys faster and more reliable. Of course, investment in the north is crucial, and we are demonstrating that, but there is also a need for a long-term strategy to drive those investment decisions—a strategy developed by the north for the north. Pioneering legislation to transform Transport for the North into the first ever statutory sub-national transport body, with legal powers and duties, was approved by Parliament this week. Also this week, Transport for the North published its draft strategic transport plan for consultation. As a result of TfN’s new powers, coming into force on 1 April, the Secretary of State will formally consider the north’s strategy when taking national decisions.

I welcome the publication this week of the draft strategic transport plan, which is an important step in the north speaking with one voice to set out its vision for transport in the region over the next 30 years. I encourage Members to respond to TfN’s public consultation. The north’s unprecedented role in national transport planning will ensure that links between transport and economic development are maximised. We see the establishment of TfN as a significant step for the north and the country.

[Liz Twist]

As the Minister says, we have seen the launch of the transport strategy for the north, and we will indeed be responding to it as local Members. May I ask her to ensure that when the decisions are made, we will get our fair share of the funding to turn those plans into reality and really make a difference for our regions?

[Ms Ghani]

This is why it is so crucial that as many Members as possible put forward their ideas and make sure we have their input in the plan, because all Members who add in their information will find that all that data will be put together and will have to be taken into account for those decisions to be made. I encourage Members to make a strong case for their regions and constituencies.

The north’s unprecedented role in national transport planning will ensure that links between transport and economic development are maximised. We see the establishment of TfN as a significant step for the north and the country. It will work with the region’s transport authorities and elected Mayors to build a long-term vision for transport across the north of England. As the voice of the north on transport, TfN will also have unprecedented influence over Government funding and decision making. What this Government are clearly demonstrating is that, in setting up TfN and backing the election of metro mayors, we are giving the north greater autonomy and control, and a powerful voice to articulate the case for new transport projects.

I am, of course, aware that Leigh is the largest northern town without a rail station. We recognise that that appears to be an anomaly, especially given the fact that Leigh had a station for more than a century between September 1864 and May 1969. We are also aware that the Leigh area rail study of January 2012, produced by Transport for Greater Manchester and Wigan Council, stated in its recommendations:

“A wider business case, which included regeneration benefits to Leigh, could be explored in the context of supporting potential future funding bids, but the significant gap between costs and projected benefits of the scheme must be recognised.”

Since that report, there has of course been much rail investment in the north, as well as a number of major reports on the future, all with the aim of enhancing the north’s infrastructure and the services it supports. Leigh has seen some positive developments, with the arrival of the £122 million Vantage guided busway, which provides fast and efficient links into Manchester. It is also important to state that the integration of local, pan-northern and national transport networks of all types is a key focus for TfN.

The Government have, through the years, consistently explained to local representatives, including the hon. Member for Leigh, that, as is the case elsewhere in England, it is for local bodies to determine whether opening a rail station is the best way of addressing local and regional economic development needs, and to secure appropriate funding, including from that made available from government for such purposes through growth and devolution deals.

When he was the Rail Minister, my hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard) met the hon. Member for Leigh on 29 November 2017 to address her concerns about HS2 and to provide advice on how her proposal could be taken forward. The hon. Lady was given the contact details of officials at Transport for Greater Manchester and encouraged to engage with them so that they might consider whether a new station at Leigh could play a role in their plans. She will be pleased to hear that Transport for Greater Manchester will soon commence a new study to examine all potential stations in Greater Manchester and review the possible benefits of investment. The sites that are deemed to be potentially viable will be subject to a full business case, which could be put forward for funding in due course.

[Jo Platt]

rose—

[Ms Ghani]

I shall make some progress because the hon. Lady will want some time to respond.

People in Leigh will be able to access HS2 services from multiple locations, including Wigan, Manchester airport and Manchester Piccadilly station, which is readily accessible from Leigh by public transport, including by use of the new busway. HS2 will join the west coast main line at Golborne, south of Wigan, as well as at Crewe. By linking to the west coast main line, HS2 will deliver benefits to areas such as Preston and Lancaster in north-west England, all the way up to Glasgow, Edinburgh and the rest of Scotland. The growth strategies that are developed by local areas will also play an important part in spreading the regeneration benefits of HS2 beyond those places it serves directly.

I hope I have answered the hon. Lady’s questions and addressed her concerns, and that I have assured the House that the best way to drive railway improvements is to support our strategic vision for rail, which includes the north of England having, in Transport for the North, a new and powerful voice to articulate its future transport needs.

I apologise that I had not realised that the hon. Lady cannot respond; I will take an intervention now.

[Jo Platt]

The meeting with Transport for Greater Manchester was really successful, and I welcomed the advice of the previous Minister about meeting Transport for Greater Manchester and Transport for the North. My concern is that the strategic plans and frameworks are for 20, 30 or 40 years’ time, so generations of young people in Leigh will not feel the benefit.

[Ms Ghani]

We have discussed a variety of ways that investment is being put into the hon. Lady’s area. The plans are in place now; they are not just for future generations. People say that when they talk about HS2, but there is solid investment in the region and in the hon. Lady’s constituency, be that in busways or the rail network. The investment is in place. The work that followed the meetings with the previous Rail Minister will continue, and I encourage the hon. Lady to speak to the people responsible who have the powers locally and to continue to engage with them.

Question put and agreed to.