High Speed Rail (London – West Midlands) Bill

Priti Patel Excerpts

Monday 28th April 2014 Commons Chamber

[Priti Patel (Witham) (Con)]

I am happy to have the opportunity to contribute in this debate, because I welcome the Government’s approach to investment in our rail infrastructure and infrastructure across the UK. I am conscious of many of the constituency sensitivities raised by all my colleagues, and I commend them in this debate today, but I encourage the Government to carry on in their investment in rail infrastructure. The Secretary of State will know not only of my passion for rail, but of that of the eastern region; he will know of the great eastern main line taskforce that has been set up and all the work we are doing to promote more investment in our rail network. That is why I speak highly of high-speed rail and the work this Government are doing, particularly through this Bill. There is no doubt that this Bill and the investment programme it proposes will not only transform our economy, creating jobs and growth, but, importantly, boost our competitiveness in the world. We need that. The network in the eastern region will be transformed—there is no doubt that there will be natural benefits.

The project will particularly demonstrate that we have had not enough investment in our rail infrastructure, particularly under previous Governments. It is a fact that Britain has languished and is languishing in the World Economic Forum’s index of global competitiveness for its overall infrastructure quality. This Government have been absolutely focused on turning that situation around, and we should all support the Bill on that basis. This is about our place in the world, as well as enhancing our domestic infrastructure.

The final point I wish to make is that we have heard a lot about the value of HS2 to the supply chain and what it will mean for jobs, growth and our economy. There could be at least a £10 billion boost of supply chain contracts, and we should all welcome that. This is a national project and its scale is unprecedented. I would like to make a big plug, because this is an opportunity to create more jobs in the UK. This Government have a tremendous record in supporting British jobs, with 1.7 million new jobs since we have been in government and employment at record numbers. HS2 presents a great opportunity for manufacturing, for greater skills and for engineering, logistics and design jobs in the UK.

It will not surprise you, Mr Deputy Speaker, when I give a plug for Essex at this point. The Essex chamber of commerce wants to be at the forefront of leading that supply chain, and I urge the Secretary of State to engage with Back-Bench MPs and other MPs from around the region. We have the skills and expertise in abundance in my county and across the UK—there is no doubt about that—and we want to help to build HS2. On that basis, I will absolutely be supporting the Government. I applaud more investment in our rail infrastructure—and with that, I will sit down.

A120 (Colchester)

Priti Patel Excerpts

Tuesday 4th June 2013 Westminster Hall

[Priti Patel (Witham) (Con)]

I congratulate my hon. Friend on securing this important debate. Does he agree that, central to his premise regarding the required safety improvements to the east of the A120, is the need for much more strategic and long-term thinking, and to explore making that part of the A120 an economic corridor that will bring substantial benefits to all, including many of the rural villages along that stretch of the road?

[Mr Jenkin]

I am most grateful to my hon. Friend for her intervention because she reinforces my earlier point about the huge economic importance of this route and emphasises its potential. However, the burden of my point today is what needs to be done now. The issue cannot wait for the long term and a strategic decision to be worked out and implemented: it must be addressed now, particularly given that it has been brought to a head by the threat of closing the junctions.

Steve Wilcox of Little Bromley parish council agrees that in this case:

“The correct, immediate, action is to impose a 40mph speed limit, enforced by speed cameras, and to rectify the dangerously misleading road markings which fail to indicate the correct priorities and the poorly marked traffic islands. The junctions should be then dealt with by providing a suitable designed traffic roundabout as a matter of utmost priority.”

I have argued that, instead of closing the gaps, there should be a reduced speed limit, coupled with enforcement using average-speed cameras. Speed is part of the safety problem. A seven-day speed audit in 2011 showed that between the Park road and Bentley road junctions more than 40% of vehicles were exceeding the speed limit, and that did not include heavy vehicles, which are subject to a lower speed limit and may well have been exceeding their own speed limit, but not 70 mph. Needless to say, that makes the junctions more dangerous and accidents far more serious. In four of the six accidents at the Harwich road junction since the works on the junction,

“failure to judge the other person’s path or speed”

was cited as a likely contributory factor. Correcting excessive speed would make it easier for drivers to make those judgments. The Highways Agency safety audit report recognised that a reduction in the severity of collisions

“could be achieved through reducing the speeds on the A120 by implementing a reduced speed limit and enforcing with speed cameras to ensure compliance.”

Reducing traffic speed would reduce the severity of accidents. Fortunately, the decision to close the gaps has been put off for a month or so, so that alternatives can be considered following public opposition to the proposal. I am grateful for that. We cannot have further delay while we wait for yet another safety audit to determine which is the best way to resolve this ongoing problem. Funding must be found for a roundabout at Pellens Corner, and in the meantime more immediate short-term measures must be taken, preferably an enforced speed limit reduction.

The only argument against average speed cameras appears to be the cost, but I am afraid that that is not good enough. A 40 mph speed limit would undoubtedly save lives and money. The same cannot be said for the proposed gap closures. Some lanes around the A120 are hardly wide enough for a school bus, and there are blind corners, blind driveways, no footpaths and there is no speed limit enforcement. That is not a practical or safe solution, which closing the gaps would require us to adopt.

We need a roundabout as soon as possible. In the interim, the only practical solution is average-speed cameras. In a letter to me today, the Under-Secretary of State for Transport, my hon. Friend the Member for Wimbledon (Stephen Hammond), who has responsibility for roads, makes no reference to a lower speed limit and enforcement measures. I am disappointed by that. Please will the Under-Secretary of State for Transport, my hon. Friend the Member for Lewes, who is at least the Minister for traffic management, take that very clear message back to his colleague in the Department.

Rail Franchising

Priti Patel Excerpts

Tuesday 26th March 2013 Commons Chamber

[Mr McLoughlin]

I am not sure the hon. Lady was listening to my statement. I pointed out that we have had a better safety record on our railways in the past few years than for a number of years, and we are one of the safest rail operators in Europe. Jobs have been created as a result of more people using the railways. Privatisation has doubled the number of people using the railways. I would have expected the hon. Lady to welcome that, and unions to be out welcoming it too.

[Priti Patel (Witham) (Con)]

In the light of the 27-month extension that has been given to the Greater Anglia franchise, what improvements to services will be appended to the existing franchise as a condition, so that local commuters see improvements to the service before the next franchise comes up?

[Mr McLoughlin]

I am grateful to my hon. Friend, who, along with colleagues from the Greater Anglia area, have given me a pamphlet setting out the changes being made. The Minister of State, Department for Transport, my right hon. Friend the Member for Chelmsford (Mr Burns), does not lose an opportunity to tell us how we must improve the services used by not only my hon. Friend’s constituents, but his.

A120

Priti Patel Excerpts

Tuesday 5th February 2013 Westminster Hall

[Priti Patel (Witham) (Con)]

Good afternoon, Mr Sheridan. It is a pleasure to serve under your chairmanship, and I am grateful to Mr Speaker for granting me this important debate for the county of Essex.

I thank the Minister for his attention today. He is fully aware of the strategic importance and significance of the A120, in particular, as an economic and strategic link, not only throughout the county of Essex, but to Europe. It is part of the trans-European transport network route known as the UK-Ireland-Benelux road axis, and it connects with Stansted airport in the west—in the constituency of my right hon. Friend the Member for Saffron Walden (Sir Alan Haselhurst)—which is Britain’s second largest air freight port transporting cargo worth £8 billion a year, as well as with Harwich International port in the east, which has trade links with northern Europe and serves about 1 million passengers a year.

However, the A120 is not only about connecting locations. It is important and strategic, because it gives people and businesses opportunities to access national, European and global markets. The importance of the road to the economic well-being of the region and the county of Essex cannot be understated. The road is particularly important to my constituents and to businesses there. Essex is a dynamic county of entrepreneurs with a vibrant mix of traditional industries, such as manufacturing, rural farming and innovative light businesses. Of course, entrepreneurs are the wealth creators not only for the county of Essex, but for the country, and are creating private sector jobs and prosperity in our economy.

In my constituency, small and medium-sized businesses are highly significant. The proportion is more than 80%, and they are growing, despite the economic downturn that we have had. I have to say—the Minister has heard me say this before, as have many other Essex colleagues—that we are a great county to do business in. Our strategic geographical location, our proximity to London, and our access not only to ports, but to Stansted and Southend airports has a lot to do with it. Our 20th century transport infrastructure, however, is holding us and, particularly, businesses back. Nowhere is that more evident than with the A120 and particularly the 12-mile single carriageway stretch that runs north to my constituency, between Braintree and the A12 at the Marks Tey end of the A120. That also touches the southern edges of the constituencies of my hon. Friends the Members for Braintree (Mr Newmark) and for Harwich and North Essex (Mr Jenkin).

The road is one of the most heavily used in Essex by the business sector. Some 56% of businesses responding to an Essex chambers of commerce survey indicated that they use the road regularly. However, the single carriageway section, as I have alluded to, is not fit for purpose. It is extremely congested, causes severe delays, is highly dangerous, and is a barrier to economic growth. Those delays harm businesses and damage small and medium-sized firms, not only in my constituency, but in neighbouring constituencies. For them, an extra half-hour delay in traffic can mean the loss of a lucrative contract. It can damage their reputation, prevent them from expanding and adding more capacity, and it adds hundreds of thousand of pounds to their running costs each year.

The Minister has been generous with his time, meeting me and other representatives from my constituency to look into the pressures on the road, but I would like to highlight that figures as far back as 2005 show that an estimated 25,000 vehicles use that stretch of road every single day, when single carriageway roads are typically expected to carry approximately 23,000 vehicles. Annual daily traffic flow data from the Department for Transport in 2010 indicated that on parts of the A120, some 14% of traffic is accounted for by HGVs, compared with an average of only 6% across Essex. That demand inevitably puts strains on the road and its junctions, leading to delays and a backlog on to smaller roads, affecting nearby villages.

In 2008, a report by Atkins, commissioned by the East of England Development Agency, examined those problems and stated:

“The single carriageway section of the route, between Braintree and the A12, is congested and suffers traffic delays.”

It noted:

“The A120 is currently constrained by the capacity of the single carriageway section of A120”,

and there is clear evidence that most traffic on that particular section

“has no real choice of route”.

There are no alternative routes where traffic can go. The report also highlighted that unless plans were put in place to accommodate increased traffic flows in future, stress levels as measured by the congestion reference flow indicator could reach 150% on the western section of the single carriageway.

To address those problems, it was recommended that the A120 was classified as a route of strategic national importance to attract funding from other sources and a wider pool, and crucially that the single carriageway section be dualled in a scheme which, at that time, would have cost approximately £500 million. The advantages of dualling were clearly laid out. First, it would enable the road to increase capacity and accommodate an average 25% increase in traffic in both directions. Secondly, with less congestion, journey times would decrease by between six and 11 minutes, which is significant for this 12-mile stretch of road. Thirdly, an upgraded and dualled road would lead to economic benefits, estimated at the time to be around £725 million for users, and with wider economic benefits of £106 million. At today’s prices, it is estimated that the benefits would exceed £1.1 billion. The proposed scheme would have delivered good value for money and, naturally, it would have unlocked wider economic potential, helping to create thousands of new jobs in the process and improving access to the Haven Gateway.

However, as my hon. Friend the Minister and other colleagues know, the A120 was not considered to be a priority by the previous Labour Government, who went on to scrap the scheme. We are now living with that local legacy, and there is huge disappointment locally. The Minister will be aware that we are coming together collectively with the Essex chambers of commerce, Essex county council, Braintree district council, the Highways Agency, Colchester borough council, Tendring district council and the Haven Gateway partnership, in particular, to start lobbying and fighting to make it a strategic route, and to get it listed as a strategic route on the priority scheme.

I take this moment to pay tribute to all my colleagues, and my local authorities and neighbouring local authorities. Despite the disappointment of what happened in the past, we are now adamant about building an even stronger economic and business case for dualling the A120. The Essex chambers of commerce has recently set up the Essex business transport and infrastructure forum to support businesses and the business effort in co-ordinating the development of economic arguments. I invite the Minister to come to one of our future meetings to discuss this important issue, and to support new and much needed road infrastructure for our county.

I want to touch on the A120 and the road safety implications. As the Minister has heard before, there are significant road safety issues relating to the A120 and to the single carriageway being dualled. Local parish councils along that route—Marks Tey, Bradwell and Coggleshall—along with local residents, to whom I would like to pay tribute, have set up a significant campaign called “Save Lives Not Time”, and they have campaigned to see the road become much safer. We have had lots of problems on the road, as I have mentioned, but they have done tremendous work to see that lives are saved and that accidents are prevented.

The Road Safety Foundation has classified the A120 as one of the 10 most dangerous roads in the country and figures from the CrashMap website, set up by the Government, also show the number and seriousness of road traffic accidents. There has been not just a high number but more than 50 further serious accidents in the period from 2005 to 2011, and further fatalities have occurred on this stretch of road. Naturally, we want to see that stopped. The Highways Agency has been very helpful and recognised that. It has in place a maintenance programme to address some hot spots—in particular, around the Earls Colne road junction. However, unless this road is upgraded and the capacity issue addressed, there will be further serious and life-changing accidents, all of which I believe can be prevented.

I would like now to come on to how we can fund the A120. I have touched on the fact that the cost of a previous scheme was estimated at £500 million. I appreciate that in the current economic climate and given the appalling state of the public finances inherited from the previous Labour Government, the current Government are prevented from doing what we would all like to see—investing and committing hundreds of millions of pounds to the A120. However, I have already said—the Minister has heard me say this consistently—that this should be treated as a priority scheme. I believe that there is an opportunity for the Government to consider innovative funding models.

The Minister will be aware that in recent years the Marks Tey consortium, known as Gateway 120 Ltd, has developed proposals that could unlock a considerable amount of money, through section 106 agreements and the community infrastructure levy, to help to provide private sector funding to support upgrades. Braintree district council has already said that it has allocated £5 million of new homes bonuses to contribute towards joint investment in this major infrastructure project. In addition, there have been discussions on and the development of a revised proposal, which differs from the previous scheme considered by the Highways Agency and could be much more cost-effective.

I believe—I would like the Minister to look into this—that funding may also be available through the European Union. The A120 is part of the trans-European transport network and may qualify for TEN-T programme funding or funding from the structural and cohesion funds. I urge the Government to look into that. The Minister will not be surprised to hear that I believe that Europe has had far too much of our money. I think that this is an opportunity for us to bring back some of that money and invest it in infrastructure, not just within the region but in our country. I urge that more work be done to investigate that aspect of funding.

I believe that spending public funds on upgrading this road will yield significant economic benefits, along with greater tax revenue for the Government. At a time of economic austerity, we need barriers to trade and private sector growth and investment to be removed; with alternative private funding models, such as that to which I have alluded, we can help to unlock that process. If the Government can commit to upgrading the road, that will naturally help to unlock the economic potential not just of Essex but of the eastern region and also the south-east of this country and unleash the power of the country’s wealth creators. But at the same time, we must look at alternative funding sources as well. I look forward to hearing what the Minister has to say.

Oral Answers to Questions

Priti Patel Excerpts

Thursday 17th January 2013 Commons Chamber

[Stephen Hammond]

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

[Priti Patel (Witham) (Con)]

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

[The Minister of State, Department for Transport (Mr Simon Burns)]

I thank my hon. Friend for that question, and I pay tribute to the tremendous work that she, other hon. Members and local authorities in East Anglia have done in producing that excellent document, in which I was involved before becoming a Minister. She can have my assurance that we are completely committed to investing in infrastructure, not only in East Anglia and Essex but throughout the country. I look forward to meeting her, Government Members and other Members of the House to discuss that important report shortly.

Transport Infrastructure (Essex)

Priti Patel Excerpts

Tuesday 23rd October 2012 Westminster Hall

[Sir Roger Gale (in the Chair)]

A number of hon. Members have indicated a wish to speak. Even at this early stage, I urge a degree of self-restraint so that everyone can get in.

[Priti Patel (Witham) (Con)]

I am grateful to Mr Speaker for granting this debate. It is a pleasure to serve under your chairmanship, Sir Roger. I genuinely welcome the interest shown by my fellow Essex MPs in the debate, which is timely. As constituency MPs, we all face many serious challenges and have strong views about the future of our infrastructure.

The coalition Government are halfway through their five-year mission to restore economic growth to Britain while dealing with the deficit, and I welcome the initiatives that Ministers have introduced to highlight infrastructure and investment—in particular the £50 billion provided through the Infrastructure (Financial Assistance) Bill, and the Growth and Infrastructure Bill as well, partly because their provisions are important to economic growth and job creation across the country.

The Under-Secretary of State for Transport, my hon. Friend the Member for Lewes (Norman Baker), and his Department are in the process of changing how transport infrastructure is delivered, to ensure that it meets demand, supports growth and provides value for money, which I also welcome. In recent weeks, reforms to rail franchises have been debated at length, and I wish the Minister and his Department well in the vital work being undertaken to resolve the problems with the west coast main line in particular, but also, from an Essex point of view, with the tendering process for the Greater Anglia franchise. We are keen to ensure that that franchise is not delayed, but we feel that it can go ahead only when the specification is ready, and not before; I was in discussion with Abellio last night about that very point.

Air travel and airport capacity remain high on the political agenda, with the launch of the Davies commission last month. New delivery models for investment in our roads are being examined, through the introduction of route-based strategies, all of which I welcome. Yesterday evening, I hosted an event in Parliament with representatives of Stansted airport. It was attended by some of my colleagues. From an Essex point of view, we feel that this is an exciting time for those interested in infrastructure. Essex has been neglected for far too long. The purpose of today’s debate is not just to make a plea to the Minister and his Department, but to make the case for investment. For far too long, we have not come together enough to make a collective case to Government about why we need it.

All my colleagues know that Essex has suffered from a chronic lack of infrastructure investment over the years, and during the good times Essex was overlooked while money was ploughed into projects elsewhere. That neglect has had serious consequences for a county that is growing and growing. Over time, our roads have become more congested and dangerous, and our rail services have become far from ideal, despite the fact that our commuters contribute approximately £110 million to the Treasury annually.

In my constituency, vital plans to improve road safety on the A120, one of the 10 most dangerous roads in the country, have been dropped, and countless other infrastructure projects have been ignored. Although we appreciate that the nation’s finances are in a delicate and precarious position right now, that should be no excuse to overlook Essex for investment in transport infrastructure.

[Mr Lee Scott (Ilford North) (Con)]

Does my hon. Friend agree that if the infrastructure in Essex does not improve greatly, the burden of people driving to my constituency, which although in Essex is also in the London borough of Redbridge, and leaving their vehicles there so that they can travel on the underground, will just increase and become a bigger problem for my constituents?

[Priti Patel]

Absolutely. That highlights the fact that we are at breaking point where our roads are concerned. Congestion is extreme. Although we have not had the infrastructure investment—money is tight—Essex is best placed to maximise the benefits of any public money that comes into our infrastructure. If the Minister chooses to come to Essex—that is an open invitation from us all, I think—he will understand and get to see at first hand that Essex is the engine of economic growth.

Even in these challenging economic circumstances, there are about 6,000 new enterprise start-ups every year, the equivalent of one new business being created for every 300 people in the county. In 2011, there were 52,000 entrepreneurs in Essex, supporting a county-wide economy with gross value added estimated at over £28 billion. Few parts of Britain can boast that kind of culture of entrepreneurship, and with so many entrepreneurs and business people across the county it is hardly surprising how diverse the businesses are.

I mentioned earlier that we had a function last night. It was attended by many businesses as well as by representatives from Stansted airport. In my constituency, we have a pioneering and world-leading firm, Crittall Windows, which has won the Queen’s award for enterprise; the world famous Wilkin and Sons jam makers, the finest jam makers in the world; and Simarco International, a worldwide logistics company, to name but a few.

There are thousands more such outward-looking businesses. They want easier access to global markets and trading opportunities but are let down by our poor infrastructure across the county. They are frustrated by that, and also by the fact that the voice of the private sector has not been listened to enough—not just across Government but in other bodies as well, which is why this discussion is vital. We must start to listen to that voice.

Our outdated infrastructure is a considerable barrier to economic growth, and that costs firms millions of pounds. This quote from Ian Thurgood, from Wilkin and Sons, is telling:

“A well planned and maintained road network is critical for the success of Essex businesses. Food producers such as Wilkin and Sons have to meet strict delivery deadlines for most retailers and failure to deliver on time can mean products being out of stock and ultimately delisted from sale.”

Such issues are vital for that industry, and Ian Thurgood’s sentiments are echoed across the board. Essex has a 21st-century private sector but a creaking infrastructure that is simply out of date. That is the business perspective, but of course the problem has a knock-on effect on families across the county.

Our population in Essex is approximately 1.7 million, and it is set to grow by 20% over the next 20 years. I have three local planning authorities covering just my constituency, and with Braintree district, Maldon district and Colchester borough they plan to build 60,000 new dwellings between 2011 and 2031. All those new dwellings will put more pressure on our roads—more cars—and there will be a greater demand for rail services and international air travel. There will also, quite rightly, be more people setting up their own businesses, which we support.

Essex is an attractive county. It is very close to London, and its potential is limitless. We have a world-class airport at Stansted, which serves 18 million passengers and is the fourth most used airport in the country. Some £8 million of cargo goes out of the airport, and about 200,000 tonnes are flown out to 200 destinations. The airport supports 10,000 jobs across the county and contributes £400 million to the local economy. But there is not just the airport; we have seaports as well. We have Harwich, and Felixstowe is close by, while London Gateway will come on stream soon.

Along with all my colleagues, I am passionate about the potential for Essex as a county. I want to see our businesses not just grow but do even more for UK plc. Frankly, Essex could get moving even more with greater infrastructure. Having given some background, I now want to highlight some of the key areas, particularly in my constituency, in which we have major problems and bottlenecks.

I would welcome the Minister’s thoughts on the future of rail in the county. He will be aware that colleagues in Essex and across the region have come together to develop a rail prospectus covering a range of services for the Greater Anglia franchise. I believe his Department is now familiar with that document. We recently went to present the document to the Secretary of State—and, of course, my right hon. Friend the Member for Chelmsford (Mr Burns), a Transport Minister, is a signatory.

Many of my constituents are paying upwards of £4,000 a year to commute to London, and they are subject to the worst delays and a lack of seating, which forces them to stand in horrible conditions. Even though we are a business-oriented county, those people do not have access to wi-fi connections. As I have already highlighted, a significant proportion of their fares already goes to the Treasury. We are a significant net contributor to the Treasury, and my constituents and all rail users across Essex are concerned that they are simply not getting value for money.

It seems obvious that if a modest proportion of the fees paid to the Government by the train operators were reinvested in track infrastructure and new rolling stock, everyone would benefit and the service would be more attractive to others. Such investment is needed because, since the mid-1990s, there has been a 34% increase in passenger numbers on the Great Eastern route, which places huge demand on current services.

The introduction of a passing loop on the Witham to Braintree branch line would be a crucial investment. The branch line is currently a single track, and the Minister is familiar with our representations on that. The branch line restricts the number of journeys and the number of passengers who can be connected to Witham and the wider rail network, both to London and Norwich. A passing loop would be beneficial to constituents across the district and, of course, could unlock new capacity on the route.

Braintree district council recently conducted a study to demonstrate that, if the loop were constructed, it would deliver a cost-benefit ratio of 2.0 or more. From his work in the Department, the Minister may know that scores of that level and above are regarded as delivering high value for money; a score between 1.5 and 2.0 represents medium value for money. I hope he will give a positive indication about the issue.

I thank all my colleagues for their contributions to the rail prospectus. For many of us, the prospectus has been a labour of love that has brought us together. I pay tribute to Essex county council and the local enterprise partnership, because we have all come together for the first time to forge the prospectus and we intend to continue being strong advocates and strong voices for rail investment.

I now turn to the problems of the Dartford crossing. Just as commuters have become thoroughly dejected by the quality of rail services, businesses are gobsmacked, astounded and appalled, to put it politely, by the state of the roads and the congestion near the Dartford crossing. The crossing, of course, is important not only to Essex but to the south-east, Greater London and Kent.

As regular users of the crossing know—I declare an interest as a DART-Tag holder—the toll booths cause atrocious congestion. Journey time reliability figures, the measure that the Highways Agency uses to monitor delays, show that performance in the year to May 2012 was just 57% for southbound journeys and 60% for northbound journeys, compared with a national average of 83.5% across the motorway and trunk road network. More than 50 million crossings are made each year, and it is unacceptable that half of those journeys should face such considerable delays.

[Jackie Doyle-Price (Thurrock) (Con)]

As the representative of the constituency at the north end of the Dartford crossing, I should say that my constituents probably suffer the burden of the congestion more than anyone else. My hon. Friend refers to the congestion caused by the toll booths. We are advised that, once they are removed, the crossing’s capacity will grow by 20%. Installing free-flow tolling will cost some £100 million. Do her constituents agree with mine that, instead of spending that £100 million, we should just remove the tolls?

[Priti Patel]

Given the delays caused by the tolls and how much those delays cost our economy, the answer is yes. My constituents would welcome that—they really would.

The Highways Agency has estimated that the economic cost of the delays is some £40 million, which is astronomical. That money is being taken away from creating jobs and growth in our economy.

[Sir Bob Russell (Colchester) (LD)]

I want to get this on the record. When the first tunnel was built by Essex and Kent county councils, and subsequently when the second tunnel was built, it was announced that, once the capital costs had been paid for by the toll, the tunnels would be free. Does my hon. Friend agree that perhaps it is time to honour that pledge?

[Priti Patel]

I absolutely do. There is a real issue here, because that is what the public were told. The public feel cheated not only because they have to continue paying the current tolls, but because the tolls are going up. The tolls went up this month, and they will go up again in two years’ time. The public are getting an appalling service and, as I said, the cost to the economy is significant.

We have another concern about the Dartford crossing. The proceeds received by the Department for Transport have effectively fallen over the past eight years. In 2003-04, revenues from users totalled £68 million and expenditure was £14 million, which left £54 million in proceeds for the Department. By 2010-11, however, although revenues had risen to £73 million, expenditure had increased by 250% to £36.3 million, leaving just £36.7 million in proceeds for the Department. Most of the increased revenues—I hope the Minister and the Department will look into this—appear to have been swallowed up by the managing agent contractor’s costs, which have more than doubled from £12.7 million to £27.5 million. All colleagues would think that that is completely unrealistic and unreasonable. For those of us who are paying the high tolls—and our constituents are—that is simply unacceptable. Although the money raised from drivers using the crossing rose by 7% in eight years, the amount going back to the Department fell.

I recognise that the Department is working on the free flow, as my hon. Friend the Member for Thurrock (Jackie Doyle-Price) highlighted, but drivers are paying increased costs year on year. Given the compelling evidence demonstrating that the crossing is now failing to deliver value for money, and given the economic costs of the delays, we must review the entire operation of the crossing. I hope the Minister can explain where the extra tolls being paid by drivers, both this month and in two years’ time, will be going.

How will the Department spend the money and on what projects? I urge the Minister to consider the contractor costs, which I have highlighted. He may not be able to give me a full response right now, but the tolls are a physical and metaphorical barrier to growth, and the sooner traffic is able to flow freely, and the sooner costs are brought down, the better—not just for all our constituents, but for the economy of the south-east.

My constituents, and road users throughout Essex, are fed up with both the A120 and the A12. Those two roads run through my constituency, and my postbag and inbox are inundated daily with all their failures. The roads are vital economic links, but they have not been upgraded and are costing the economy huge sums of money.

John Devall, the managing director of Essex and Suffolk Water, has commented that the

“A12 generally…is the subject of the travel news in the morning—taking over from J28 to 27 on M25, since upgrades there.”

His workers going to east London now regularly travel between 6 am and 7 am to avoid the worst traffic. Essex chambers of commerce has highlighted that the road needs to be widened and improved.

The 12-mile stretch of the A120 between Braintree and Marks Tey is one of the 10 most dangerous roads in the country and needs urgent attention. We have had fatality after fatality. The A120 is a single-carriageway road that carries approximately 25,000 vehicles each day, projected to rise to 30,000 by 2027. As a single-carriageway road carrying many freight vehicles and heavy goods lorries, that section of road is simply no longer fit for purpose.

I emphasise that the A120 is part of the trans-European road network between Dublin and Brussels, which means it is used by freight vehicles and is congested. Although 6% of traffic on the county’s roads is attributable to HGVs, they make up about 14% of traffic on that part of the A120 and parts of the A12. The dangers speak volumes; I have highlighted the fact that there have been fatalities. Local residents and parish councils have campaigned tirelessly for improvements, but have been systematically let down by authorities, including regional development agencies and previous Governments. A £50 million plan to dual the road was abandoned. I implore the Minister to consider the case for investment. Privately led schemes exist already. In an era of little Government money, we appreciate that investment must be led by the private sector and business, but lots of people are working locally. We must listen to businesses’ voices.

I thank the Minister and the Department for Transport for the announcement two weeks ago committing £300,000 to Galleys Corner in Braintree, but I emphasise the dangerous nature of the road. I look to the Department and the Minister for their support in working with the county council, the chambers of commerce and the local enterprise partnerships to consider using regional growth fund money to deal with the problems on that road. I press the Government to consider how we can access European funds.

I cannot emphasise enough that, for too long, Essex’s innovative private sector has been held back by the failures of our infrastructure, frustrating businesses and preventing more jobs from being created. I hope that the Minister will take on board the points that I have raised and the areas of the constituency that I have mentioned. This is all about getting Essex moving and bringing greater prosperity and more jobs and growth to the county and, ultimately, to the United Kingdom, as well as bringing more Treasury receipts to the Government.

Rail Fares

Priti Patel Excerpts

Wednesday 5th September 2012 Commons Chamber

[Priti Patel (Witham) (Con)]

I congratulate the new Department for Transport Front-Bench team on their positions. I am delighted that my right hon. Friend the Member for Chelmsford (Mr Burns) is in the team, because he is a constituency neighbour—I think he will recognise some of the points I will make in my short contribution.

All hon. Members have made valid points on the challenges of rail fares, the fare structuring system and, as the hon. Member for North Ayrshire and Arran (Katy Clark) has pointed out, the difficult political choices that have to be made in government. I would like to think that, before the autumn statement, my right hon. Friend the Chancellor will listen to and take on board many of the concerns raised by hon. Members on behalf of hard-pressed commuters and rail users.

The Opposition motion calls for a fare increase of RPI plus 1, but as colleagues from the Kent constituencies have said, the Labour Government’s policy was an increase of RPI plus 3 in the area covered by Southeastern. Government Members should not listen to lectures on fare increases, because we have all had fare increases in the past. My right hon. Friend the Secretary of State for Transport mentioned a fundamental aspect—the basket system by which the figures are calculated. Labour did nothing about the basket system when in power, leaving many commuters paying above-average increases.

Like all hon. Members’ constituents, mine are concerned about above-inflation rail fare hikes, but the increases are harder to stomach when passengers see no improvements in services. Commuters in Witham have had continual increases in rail fares, so they are appalled that they have had no improvement in services. Under the Labour Government, there was no investment in Essex rail infrastructure, while commuters faced horrific delays.

It currently costs £4,700 per year to travel from Witham to London, and almost 4 million passengers a year use stations in my constituency—2.2 million use Witham station alone. We have come to the conclusion that enough is enough. I appreciate that there is a new Front-Bench team, but I ask them to recognise that the east of England, including Essex, has suffered for far too long from the effects of underinvestment and price increases. If nothing else, it is about time that the regional anomaly, which has existed not only for the past few years, but for decades, was rebalanced.

Like all regions, the east of England is growing. Investment in rail is essential to jobs, investment and economic growth. I should like to give a plug to work that has taken place within the eastern region. Essex, Suffolk and Norfolk MPs have pulled together a team to work with our councils and local enterprise partnerships, and, importantly, rail user groups, which are made up of the very people who shell out the money for the huge prices, to develop a rail prospectus for the greater Anglia franchise—I know the Minister is familiar with the document because he supported and made a tremendous contribution to it.

The document is about not only rail fares, but investment. I have taken the opportunity to plug the prospectus, but I should also point out the highly significant economic benefits not just to the region and our commuters, but to the country. I hope that the new Department for Transport team consider the points I and others have made in the debate, and that they think about how we can start rebalancing rail fares and rail investment.

Rail (East Anglia)

Priti Patel Excerpts

Tuesday 3rd July 2012 Westminster Hall

[Priti Patel (Witham) (Con)]

It is a pleasure to serve under your chairmanship, Mr Hollobone. I congratulate my hon. Friend the Member for Suffolk Coastal (Dr Coffey) on securing this timely and important debate on rail services and infrastructure in the East Anglian region. She has clearly outlined the case for rail investment throughout the region, which is set out in the prospectus, and has given a strong explanation of the reasons for this debate today and the development of the “Once in a generation” prospectus, which was launched yesterday.

I pay tribute to all hon. Members from the region who have come together on a cross-party basis to draw up the document, because every colleague has had an input. This has been a labour of love, involving many stakeholders throughout the region. I put on record my particular gratitude to Chris Starkie of the New Anglia LEP for putting the prospectus together, corralling most of us to work on it and receiving our input.

I pay tribute to all Essex Members of Parliament who contributed to the document, to Alastair Southgate of Essex county council and to representatives from the Essex Rail Users Federation, particularly Derek Monnery and Mark Leslie, who have been stalwart in representing the voices of local consumers. For once, they have taken the voice of Essex on rail to the heart of the Department. They played a big role in overseeing the document—scrutinising many drafts of the prospectus and making strong contributions to ensure that our needs were met. Indeed, the work put into this prospectus and the big vision that it outlines for rail travel in the region has exceeded any previous endeavour. The outcome produced by the LEPs, councils and MPs is a collective effort that we can all be proud of.

The prospectus is ambitious, innovative and sets out comprehensive policies that are grounded in reality and achievable. I hope that my right hon. Friend the Minister agrees that those policies are all deliverable—the new post-2014 franchise coincides with Network Rail’s control period 5 for investment—including new trains, improved services for all our commuters, better stations and modern facilities. My hon. Friend the Member for Suffolk Coastal has already mentioned many examples of the poor and inadequate facilities for all our commuters. Those have to be dealt with.

I pay tribute to my right hon. Friend the Minister for always engaging constructively with many hon. Members, including me, on rail issues. Previous Westminster Hall debates were held in 2010 about the poor services to Essex commuters provided at the time by National Express East Anglia. She understood much of the frustration and dissatisfaction felt by our rail users. Of course, the franchise went to Abellio. I trust that she will continue to show understanding of the problems that our commuters face, and that she will support the measures that hon. Members from the region advocate.

Speaking as an Essex MP, it is in the best interests of Essex, the region and the country for the Government to adopt this prospectus and ensure that Network Rail and the future operator of the post-2014 franchise deliver the measures. First, the prospectus is a robust economic and business case in support of rail improvements. Secondly, it advances proposals that will provide commuters with long-overdue value for money.

There is a compelling economic case for new rail investment in Essex and the Anglia region. Essex is England’s economic growth engine and, as many hon. Members have heard me say before, it is the county of entrepreneurs. Despite the current economic climate, some 6,000 new enterprises a year are set up in Essex, creating jobs, growth and prosperity. These businesses need good rail links, and commuters need punctual, prompt rail services to open up employment opportunities in London as well as across the region.

With an enterprise zone in Harlow set to generate almost 5,000 new jobs, a new business park in Chelmsford, freight and passenger growth at Stansted airport and DP World investing £1.5 billion in creating a world-leading modern deep-sea container port in the London gateway, it is vital that our vibrant, entrepreneurial economy benefits from a modern rail network fit to ensure that the county can achieve its full potential, not just today and tomorrow but in 10, 15 and 20 years.

Let us be in no doubt that if rail improvements are made to support increased freight and passenger capacity, Essex will continue to be the gateway for trade and investment throughout the region and in Europe and the world. However, if our railway infrastructure continues to be overlooked—which is unjustifiable in my view and that of all colleagues—there will be serious consequences not only for the Essex economy but for UK plc. A commitment to investing in railways in Essex and implementing the proposals in the rail prospectus will send out a strong, clear signal to entrepreneurs and investors who come to the county, and Essex will become an even greater place to set up and run a business.

The costs of providing a modern rail service in the regions will be repaid many times over through fares and through the benefits of the extra economic growth that is generated. It is, for want of a better term, a no-brainer. There will be a long-term return on this investment. Increased rail capacity and better services are also needed to support our local population growth. Over the next 20 years alone, it is estimated that the current population of 1.4 million will grow by 14%. To accommodate those new people, who will of course flock to Essex, in the three local planning authorities that cover my constituency the construction of 60,000 new homes is anticipated. Many thousands more homes will be built throughout the county and the region, which will mean more demand for the railways. Moreover, more people are already using the railways. In the Braintree district alone, last year there were 4.2 million passenger journeys, which represented a rise of more than 130,000 on the previous year. More than half of those journeys—almost 2.2 million in total—came from Witham station in the heart of my constituency.

After years of poor service and under-investment for all commuters, many of whom are paying between £4,000 and £5,000 a year to commute into London, people deserve to start seeing some of that money put back into their infrastructure and service. Commuters currently feel as though they are being used as cash cows, with little coming back in return, although their fares have made the Greater Anglia franchise one of the most valuable and profitable, for train operators and the Government. We are pleading for something to be given back to our commuters. In 2010-11, the last year for which figures are available, the Office of Rail Regulation confirmed that the franchise raised £108.9 million for the Treasury, as commuters travelled almost 4 billion passenger kilometres. Despite all that money going in, however, our commuters have faced miserable journeys and an appalling customer experience, in particular in years such as 2010 and 2009. When National Express East Anglia ran the franchise, the customer experience was terrible and, according to the correspondence we were all receiving, customer satisfaction was at a low. In one study, 62% of passengers revealed that they arrived in London on time while only 48% travelling from London did so. In addition, the overcrowded conditions were horrendous, and they remain so because more and more people are using the service.

I am optimistic that Abellio can make some improvements during its current, short, two-year franchise. It has also been able to press Network Rail again on many of the delays, which is positive. We cannot, however, continue to tinker at the edges, with this sticking-plaster approach. It is all about investment and long-term future-proofing, which is why the implementation of the rail prospectus for East Anglia is so important to commuters in the region.

The prospectus gives all our commuters genuine hope and optimism. It demonstrates a commitment to give them, finally, the 21st-century rail services that they deserve and, to be frank, that they have been paying through the roof for. I urge the Minister to study the prospectus closely and to engage with us all. I know that she will; she is highly accommodating and has been constructive in all our dialogues so far. In my view, the costs will be relatively modest while the benefits will revolutionise our region, travel for commuters and businesses, and the whole economy. It will be worth it for us all.

--- Later in debate ---

[Ben Gummer (Ipswich) (Con)]

Thank you, Mr Bone.

[Priti Patel]

A timely entry!

[Ben Gummer]

Very timely. It is a great privilege to be able to contribute to the debate. I apologise for having come to it a little late; it clashed with a sitting of the Select Committee on Justice.

This is a very important week for the railway in East Anglia.

Network Rail

Priti Patel Excerpts

Thursday 2nd February 2012 Westminster Hall

[Priti Patel (Witham) (Con)]

Thank you for your forbearance, Mr Amess, as I had to remove myself from the debate earlier. I congratulate my hon. Friend the Member for St Albans (Mrs Main) on securing this debate. I will declare an interest, because I used to live near my hon. Friend’s constituency when I lived in Radlett, which is close to St Albans. When I first started my working career, I used to commute along the line that she referred to, so I know exactly how expensive it was then, as it is now, and I know how unreliable it has become. I am grateful to her for securing this debate today, because in my constituency in Witham and in the county of Essex we have many problems with Network Rail, as well as with our train operating companies, so I welcome the opportunity to discuss the prospect of reform and improvements in relationships with Network Rail. We have heard a vast range of different experiences of Network Rail’s entrenched attitudes and lack of accountability to consumers. I hope that we will see improvements in the next few years, particularly with the change in management at Network Rail.

From a constituency point of view, I am now focused on the new long-term post-2014 franchise agreement for Greater Anglia. That follows the two-year franchise that has just been secured by Abellio, my new train operating company, which will run from this month until 2014. The longer franchising agreement—I hope the Minister will look into it going forward—is of real significance, because we are looking for greater integration, whoever the operator is, and a good relationship with Network Rail. Frankly, the two have been separate for far too long, and there has not been enough accountability and co-operation. National Express had the Greater Anglia franchise until 31 January.

We want improved relationships, partly because commuters in Essex and in my constituency pay a lot of money. My constituents pay more than £4,000 a year for their season ticket into Liverpool street, and £5,000 if it includes zones one to six. The service was appalling under National Express, but we have had much wider issues and challenges because of Network Rail. Our train line goes into Liverpool Street, which means we also go through Stratford. The Minister will be aware that Stratford has been going through significant changes, with welcome improvements in the line over the past few years for the great Olympics, which will be coming to our great capital in the summer. However, my commuters have been disproportionately affected. All the commuters along the Greater Anglia line have been badly affected, and that has to be addressed.

Rail services in Essex, in my constituency and along the Greater Anglia line need improvement to cope with the increase in rail travel as Essex faces a significant growth in population. It is currently 1.4 million and is set to rise by more than 14% over the next 20 years, and yet there has been no investment in our rail infrastructure, in the tracks that go through Essex and Suffolk, all the way up to Norfolk. The Minister will be aware that MPs from along the line have come together to consider how we can work to secure long-term improvements in the relationship with Network Rail and our new franchise holder, and hopefully influence how we can get proper inward investment in our line.

It is fair to say that there are regular delays consistently across the line because of signalling problems, engineering works and congestion, particularly around Stratford and Liverpool Street, as I have already said. For my constituents, these journeys are nightmare journeys. Most of my constituents work in the City of London, so for them delays obviously have an economic effect in terms of their employment and what they contribute to our economy. We have severe issues with overcrowding, lack of seats and poor facilities. With the likes of National Express and Network Rail, the general customer satisfaction rating is abysmal, which is not sustainable. It must change and improve.

[Mrs Main]

Does my hon. Friend share my concern that High Speed 2 is being sold to the public on the grounds that people will be able to work on the train, which will be of benefit to the economy, and yet it sounds as though her constituents, like mine, regularly travel in cattle-truck conditions, and they certainly cannot work on the train? There could be an argument for putting the investment that is going into HS2 into improving our existing railways.

[Priti Patel]

I thank my hon. Friend for her intervention and for making very valid points. I am all for investment in our railways, which obviously comes at great cost to the public purse. I am also all for getting “bang for buck” for taxpayers—there is no doubt about that—but it seems somewhat disproportionate that we are spending a vast amount of money on one particular project when there are certain lines and services that need investment. They are crying out for investment right now.

In the south-east and in the eastern region of the country, we contribute a hell of a lot to the economy. Our commuters also pay a lot in rail fares and it is now incumbent upon the Government to listen to some of these points from across the wider rail network and to start securing some long-term and strategic investment because, as I say, our constituents contribute a lot to the economy.

[Nick de Bois (Enfield North) (Con)]

Does my hon. Friend agree that there is also a desperate need for a third line between London’s Liverpool Street and Broxbourne? Those of us who travel between those stations, including those of us who use the Stansted Express, know that, for 17 miles, commuters are faced with intolerable delays, which is holding back investment in new housing, new infrastructure and business?

[Priti Patel]

I thank my hon. Friend for that intervention, and I absolutely agree with him. My constituency is 15 minutes away from Stansted airport and I am very familiar with that line, in terms of people who use it and come into Stansted airport. Investment must be made.

I come back to the need for a strategic vision. It is all very well investing in HS2, but there must be a long-term strategic vision for our railways in this country that addresses the existing lines and services, as well as the growth areas. Let us face the fact that, although we are an island nation, our population is growing and we all have housing pressures in our areas. As a result, even more commuters will be coming on to the railways, which is something that Network Rail will have to address, along with the Department for Transport.

The existing train operating companies and the companies bidding for the franchises in the future must wake up to the fact that they cannot just take over and think they can inherit a service that is okay, when in fact it is not okay. They must be ambitious for our commuters and our constituents, and look at making long-term improvements. As I have already said, we need “bang for buck” for our commuters, because they are spending a lot of their hard-earned money on travelling on the railways. That is a vital consideration.

Rail and other transport infrastructure must be modernised to reflect the significant challenges from increasing demand across the country, including in the county of Essex and the rest of the eastern region. My constituency, the rest of the county of Essex and the rest of the eastern region are all particularly attractive locations for people to live and, obviously, to travel from in order to work in London. However, we desperately need the investment in infrastructure that I have talked about.

We must also sort out issues of reliability. As I have said, in my constituency we have had a change in franchisee to Abellio. Network Rail must improve its public relations and start to engage with consumers—the commuters—directly. It cannot hide behind the faceless organisation that it has become; it must become far more accountable. It receives huge public subsidy and it also likes to spend taxpayers’ money on staff bonuses, the levels of which have been inexcusable.

This issue is about railway services now and in the future. Commuters are paying more for their travel and they deserve to see significant improvements to services. They should be able to hold organisations such as Network Rail to account. There must be more avenues for commuters to gain redress, and there must be better consumer information. At the end of the day, Network Rail, the Department for Transport and the train operating companies must take a much more strategic approach to consumer services and to rail infrastructure as a whole.

I seek reassurances from the Minister that there will be a much stronger vision. The previous Government failed completely. In my part of the country, there has been no investment in our railways for so long now, and that is simply unsustainable. A long-term vision is absolutely required now. We have congestion pinch-points along our entire network, which must be addressed by Network Rail. We need the introduction of passing loops and the dualling of tracks. They cost money, but they should all be part of a long-term strategic vision, both for my part of the country and, crucially, for our overall rail network.

Civil Aviation Bill

Priti Patel Excerpts

Monday 30th January 2012 Commons Chamber

[Priti Patel (Witham) (Con)]

I start as others have done by paying tribute to the hon. Member for Feltham and Heston (Seema Malhotra) for her maiden speech. All Members who visited her constituency during the by-election campaign recognised and appreciated the economic significance of Heathrow airport to her constituents. For me, it was a complete reality check to recognise how closely her constituents experience the airport through the flight paths and the low-flying aeroplanes that travel down in proximity to the runway. That was a real eye-opener for many of us, but we recognised at the same time that many of her constituents were employed by the airport. I for one maintain that Heathrow is a massive economic hub, not just for London and the south-east but for our country. I have been a frequent traveller through Heathrow.

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

I am listening to my hon. Friend’s comments. I had assumed that when people were coming in to land, they normally wanted to be in close proximity to a runway.

--- Later in debate ---

[Priti Patel]

I welcome my hon. Friend’s intervention, and make the observation that that is indeed very true; it really is!

I welcome the Bill and the emphasis it places on furthering the interests of passengers and the modernisation of the Civil Aviation Authority. I suspect that many of my remarks will already have been made, but there is no doubt that reforming the existing framework to slash back the rigid regulation and the burdensome bureaucracy currently in place is a positive step. Granting the CAA greater independence from the Government will take important aspects of aviation regulation—the designation of airports for price capping, for example—out of the political sphere, while enabling the CAA to take on the responsibility to enforce competition law will help empower passengers and cargo owners.

The future of aviation in this country and the economic benefits derived from air travel that we have heard about in the debate will no doubt depend heavily on this legislation and subsequent actions from the CAA. I hope that the CAA will utilise its new powers wisely and act in a way that promotes competition to make our airports competitive and strong.

We should remember that our airports are not just places where passengers and cargo are transported across the world, as they are vital economic hubs essential to jobs and growth in our economy across the country—not just in London and the south-east. As we have heard from many colleagues, regional significance is key. Ministers and the CAA must be mindful that while this Bill will support competition between airports in the UK, our airports need a regulatory framework that, importantly, lets them attract investment so that they can compete with their global rivals.

Anyone who has travelled regularly overseas on business will recognise and acknowledge the improvements that many other countries have made to their airports. As we have heard, whether it be Amsterdam, Frankfurt, Hong Kong, Shanghai, Dubai and the Gulf or India, amazing things are being done with their airports. This brings us back to the point about consumer experience, but also the experience of business travellers. This is not about convenience alone, but about making sure that these are vital economic and competitive hubs.

Many of the airports are impressive. They have expanded their capacity. Dubai, for example, built another airport in next to no time. Such developments make these cities and countries much more attractive for business and leisure purposes. Passengers who travel to various destinations are stopping off at these airports, which have incredible facilities—new runways and terminals, for example. This frees up capacity and enables our economic rivals to develop airport hubs. We need to wake up to this and learn from their experiences. We need to look at what has worked and what has not worked. It is amazing that some countries seem capable of building these airports overnight. We talk about being open for business, but if we want to be an economic powerhouse, we have to get some insights from these other countries.

These rival airports offer ever-increasing numbers of destinations to fly to, so we have to face the challenges of capacity—not just at Heathrow, as the regional airports are also important. I do not want to see our airports becoming the end-point for global aviation travel rather than being an important hub. We must facilitate this hub issue and link up to worldwide destinations. I certainly do not want to see the UK losing out to other hubs, including European hubs. At a time when we need to ensure that Britain is open for business, if we do not act swiftly enough to come up with the right kind of aviation approach and strategy, we will lose out on international competitiveness. I hope the Minister will assure me that, observing their duties as set out in clauses 1 and 2, the CAA and the Secretary of State will further the interests of users of air transport services, will take all necessary steps to ensure that our airports are the most attractive places for passengers to visit, and will offer passengers more choice.

As consumers, passengers want not just the best possible price but a good travelling experience. Over the years terminal 5 has overcome its initial major teething troubles, but I remember what it used to be like there for people travelling with families. Nothing can be worse than a dreadful airport experience, particularly for those travelling with young children. Such experiences can be really off-putting, especially when airlines are not co-operative in informing people about what they can and cannot take on board, and I hope that there will be some improvement in that regard.

Innovation and investment are also key issues. I think that we can do more to increase business travel, and to help our regional airports. We in Essex have Stansted airport, which is not far from my constituency: it is 15 minutes’ drive up the A120. Stansted has had an interesting time over the past few years, partly because it has expanded to become a hub for new airlines servicing the United States and Asia. That initially represented something of a trial for the airport. It started at what was a bad time for the global economy, when there was a lack of business passengers. I believe that the Bill can help to empower Stansted and other regional airports, so that they can innovate and invest in accordance with their own regional growth strategies at a time when enterprise zones are coming on stream.

[Mark Reckless (Rochester and Strood) (Con)]

My hon. Friend has mentioned regional airports, airports in Essex, and innovation and investment. Is she aware of the work that has been done at Southend airport, which has received considerable support to enable it to expand and provide the area with a real economic boon?

[Priti Patel]

I know about that work. I also know how hard organisations such as Essex chamber of commerce and other business partners and stakeholders are working to assess viability and sustainability and attract investment to Essex and the south-east.

Stansted serves more than 18 million passengers each year, and is the third busiest airport in the United Kingdom in terms of passenger numbers. In that respect, it ranks only slightly below Heathrow and Gatwick. Its planes fly to 150 destinations, and it offers many scheduled flights to European airports as well as flights on low-cost airlines. My hon. Friend the Member for Thurrock (Jackie Doyle-Price) mentioned one of those. Members have also mentioned the environment. Stansted has a great record of mitigating environmental problems, minimising the disruption caused by noise by ensuring that 99% its of aircraft stick to their flight paths. Half the number of passengers travelling to Stansted use public transport.

I have mentioned Stansted for economic reasons. It is a vital catalyst for regional and national growth, it is a cargo hub, and it employs more than 10,000 people. One in six of those jobs is filled from my constituency and the wider district of Braintree. Such airports—Heathrow was mentioned in this context by the hon. Member for Feltham and Heston—are vital in providing our constituencies and regions with employment and investment.

It is essential for Ministers and the CAA to bear in mind that increasing airport capacity is not an unreasonable objective. Environmental concerns have been mentioned, but above all we should consider the interests of passengers and the need to demonstrate to the world that the United Kingdom is open for business. This is not just about airports in the south-east; it is about UK plc. I touched on the role of enterprise zones earlier. They will be central to the facilitation of inward investment, and I think that they should be complemented by a great and robust aviation strategy for the United Kingdom.